fleet van spring 2009

Volume 6. No. 1. Spring 2009

THE OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL VAN OF THE YEAR AWARD

NEW FORD RANGERNEW FORD RANGERGENEVA MOTOR SHOW - STOPPER!

INSIDE - LAUNCH PAD: NISSAN NV200 • LONG TERM TEST: FIAT FIORINO

FLEETVAN&UTILITY | Spring 2009 3

www.fl eet.ie

4 NEWS • Van sales decrease by 35.6% across the EU • LDV looks for fi nancial assistance • Guide for Right Van Men! • Express industry evolves • Price for Mercedes-Benz M-Class cut • IVOY trophies presented to Fiat, Peugeot & Citroen.

6 PRODUCT • Mercedes-Benz G-Class reaches milestone • VW Caddy gets greener • Ford Transit ‘gets smart’ • RAC tries-out hybrid technology

8 LAUNCH PAD Nissan’s new van the NV200 is now launched

10 COVER New Ford Ranger - premiered in Geneva

12 GROUP TEST Exclusive! Arctic Test 2009 – from Lapland!

15 FLEETING SHOTS Featuring Mitsubishi, Isuzu, Toyota & Ford

16 REVIEW Report & Pictures from Geneva Motor Show from a commercial perspective.

17 NEW FLEET Recent sales generated by Iveco, Mercedes-Benz, Modec & Mitsubishi Fuso.

18 LONG TERM TEST First report from our year - long test of the new Fiat Fiorino

20 INTERVIEW With David Mullen, Managing Director, Electric Vehicles Ireland

21 TEST On board the Mercedes-Benz ECO-Start

21 UTILITY Unimog – the award winning, market leading great all rounder

contents Spring 2009

Fleet Transport MagazineD’Alton Street, Claremorris, Co. Mayo, Ireland.Tel: +353 (0)94 9372819/ 9372826Fax: +353 (0)94 9373571Email: enquiries@fl eet.ieISDN: +353 (0)94 938 8242 ISSN: 1649-9433

Editor: Jarlath Sweeney

Contributors:Gerry Murphy, Cathal Doyle, Heikki Laurell, Datamonitor

Photography:Jarlath Sweeney, Gerry Murphy, Cathal Doyle,Heikki Laurell

Cover Photo: Gerry Murphy

Administration:Orla Sweeney, Denise Vahey, Helen Maguire.

Advertising:Mary Morrissey, Orla Sweeney.

Design: Eamon Wynne

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Fleet Transport/ Fleet Car/

Fleet Van & Utility/ Fleet Bus & Coach/ Fleet

Trailer & Body Builder/ Fleet Maritime

are published by JJDS Publications Ltd.

Registered Offi ce: D’Alton Street,

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Directors: Jarlath Sweeney, Sean Murtagh.

Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers.The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specifi c matter.

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4 FLEETVAN&UTILITY | Spring 2009

NEWS 1

New LCV Registrations reduce by 35.6% across Europe

LDV seeks Government aid following management buyout

‘Right Van Man’ Guide helps reduce

running costs and emissions

British motoring body the SMMT (Society of Motor Manufacturers and Traders)

has issued a useful guide aimed to provide van buyers and drivers tips on vehicle choice, reduce running costs and CO2 emissions.

Produced in association with the Vehicle Certifi cation Agency (VCA) and the Department of Transport, the double-sided leafl et entitled ‘Right Van Man’, available to download from www.smmt.co.uk also gives the following advice:-

• Choose the van that best suits the job.• Consider what engine you need for the motoring you will be doing.• Check tyre pressure regularly.• Replace blocked air fi lters.

• Keep your speed to a minimum to save fuel.• Improve your driving technique.• Use technology such as SAT Nav to minimise travel.

“Vehicle manufacturers are committ ed to cutt ing CO2 emissions and vans are a growing part of modern road transport,” said Paul Everitt , SMMT Chief Executive. “It is widely recognised that the environment impact of a vehicle is aff ected by its use and the way it is driven, so the advice in the Guide helps to make van buyers aware of what to consider when choosing a particular model.”

Although there were 1.4 less working days in January 2009 when compared to the

same month last year, registrations of new commercial vehicles contracted signifi cantly in all four categories. Th e drop in van sales was most notable (-36.6%) followed by HGV’s (above 16 tonne) down 35% and commercial vehicles (above 3.5 tonnes) reducing by 33%. Bus and coach sales were not as badly aff ected, scaling back 16%.

In total, total new commercial vehicle sales amounted to 145,187 units and put against the January 2008 fi gure of 225,548 units marks a reduction of 35.6%.

Western Europe suff ered most in the new Light Commercial Vehicle (up to 3.5 t) category (-37.1%) in deference to the new EU Member States (-33.1%). Individual markets varied,

with the sharpest decline observed in Latvia (-86.5%), f o l l o w e d b y Iceland (-83.3%). Ireland was next w it h a m inus 80.6% result.

More up-to-date information has come to hand rega rd i ng t he Irish market. For Febr u a r y, t he Light Commercial market has been decimated with only 838 new units registered from 5,007 sold in the same period last year. Th e 83.26%

decrease clearly indicates the serious downturn in the Irish economy.

Irish Light Commercial Vehicle Sales - February 09

TOTALS: Feb ‘09 vs Feb ’08 = 838 vs 5007 = -4165 -83.26%

YTD 2009 vs 2008 = 2485 vs 13499 = -11,014 -81.59%

Like the other British based automotive manufacturers, LDV is looking to

Government for fi nancial assistance in order to stay in existence. Th e Birmingham van maker has, since the end of February, been subject to a restructuring process through a proposed management buyout. Before the new owners, led by Erik Eberhardson outgoing GAZ Chairman, take hold, they are seeking assurance from the British Government to back its plans for LDV to become a zero emission commercial vehicle supplier beginning with its Maxus EVV1 electric van (pictured right).

Commenting on the current situation Erik said, “I am confi dent that when we complete the MBO and secure the funding we need, we can then focus all our eff orts on making this business something that we can all be

immensely proud of. Th is latest news is one of a number of steps being taken to improve the business plan for potential investors. I am now more confi dent than ever that the

management buyout is the best solution for LDV, the economy, the workforce and all LDV’s valued business partners.”

“Whilst all this is happening our Maxus EVV1 electric van demonstrator is on a special trial with a high profi le organisation operating out of Heathrow airport. Customer feedback so far on both the Maxus ECV1 chassis cab and the Maxus EVV1 van has been superb and the demand for test drives is growing, especially with local Councils and Authorities. Th is is important as clearly the Government assistance programme for the industry is designed to focus on carbon reduction and CO2 in particular and these new Maxus products have zero emissions from the tailpipe.”

It has been reported that the Russian conglomerate GAZ Group has already writt en off the €130m invested on purchasing and restructuring LDV over the past few years.

Position Marque YTD Feb % Share1 Ford 496 133 19.962 VW 330 96 13.283 Toyota 212 97 8.534 Mercedes 197 69 7.935 Nissan 164 44 6.606 Peugeot 155 51 6.247 Fiat 133 52 5.358 Citroen 116 24 4.679 Renault 108 39 4.3510 Opel 106 43 4.27

www.fl eetcar.iewww.fl eetcar.ieFleet Car Magazine’s new websiteFleet Car Magazine’s new website


NEWS 11

Presentation of the International Van of the Year 2009 Trophies

to Fiat Professional & PSA Peugeot - Citroën

Express operators must be fl exible to survive credit crunch

The express industry is becoming increasingly reliant on the Business

to Customer (B2C) segment and growing demand for online shopping deliveries as the economic downturn reduces Business to Business (B2B) parcel volumes. As their budgets get squeezed, independent market analyst Datamonitor finds shippers are moving towards more ‘economy’ products, prompting a shift from air to road and encouraging express players to implement creative solutions for surviving the current market climate. The economic downturn has damaged conditions in the express market considerably, leading to an unprecedented reduction in volumes of parcels, predominantly on the premium side. Th is decline in the express market is spreading from western Europe and the US to other parts of the world, and recently saw DHL withdraw from the US domestic market; illustrating the drastic decisions that express operators have had to take.

Th e economic downturn has now caused all express service providers to implement cost reductions, while pushing them to look for ways to keep existing customers and exploit new opportunities. Recent media reports suggest that DHL Express is planning to close fi ve local service centers in the UK, laying off about 60 staff in order to adjust to the worsening economic conditions.

Although the express industry has clearly been aff ected by the falling demand from business customers, opportunities are being presented by the increasing demand for home deliveries as online shopping continues to fl ourish. Home shopping has been a convenient option for consumers looking for an easy way to hunt for bargains, as long as their needs are met by reliable and fl exible delivery services. Despite the slump in retail sales, the online B2C segment has seen consumers making

increasing numbers of purchases during the festive season, according to Datamonitor logistics & express senior analyst Erik Van Baaren. “Although the number of online shoppers was lower, the volumes were high, resulting in overall growth in this market segment and off ering opportunities to those operators that have suitable home delivery services.”

Th e current market situation demands that express companies re-focus their portfolio on those sectors, trade fl ows and geographies that off er the largest opportunities and

make up for their falling volumes and profi t margins,” added Mr. Van Baaren.

“Further development of home delivery, freight express and geographic re-focusing could be feasible alternatives for the other integrators such as TNT, FedEx and UPS, as long as they can develop the necessary road and air networks – both domestically and internationally – and serve the needs of a more discerning customer base,” he concluded.

In line with the majority of motor importers and distributors, Mercedes-Benz has

dropped the price of its M-Class Business, the commercial off ering from its 4x4 SUV range.

Coming in at a VAT-exclusive price of €29,750 (ex-works) means a reduction of €9,750 from the launch price from last year.

Indistinguishable in appearance from its passenger sibling, the M-Class Business is

basically a two-seat work vehicle aimed at com mercia l users who have need for a stylish yet f unct ional, four-wheel-drive vehicle.

Fleet Van’s Editor Jarlath Sweeney, the Irish Jury member for the International Van of the Year Award recently presented replica trophies to representatives of Fiat Professional and PSA Peugeot-Citroen in recognition of jointly winning the Award for 2009.

Adrian Walsh, Managing Director, Fiat Group Automobiles Ireland and Jarlath Sweeney with the Award winning Fiat Fiorino.

Making the presentation to Mark Hayes, Marketing Manager for Peugeot in Ireland is Jarlath Sweeney, alongside the Peugeot Bipper.

Kevin Sweeney, Fleet Sales Manager at Gallic Distributors, the Citroën importer for Ireland along with Jarlath Sweeney and the Citroën Nemo.

Almost €10k sliced off M-Class Business

PRODUCT

6 FLEETVAN&UTILITY | Spring 2009 Text: Jarlath Sweeney – editor@fl eet.ie

Since Mercedes-Benz first revealed the G-Class, its robust

off -roader to the public in 1979, over 200,000 units have been delivered to customers around the globe. While remaining virtually unchanged through its 30 years lifespan, the triple-star brand’s utility vehicle has achieved cult status in the automotive world. Even the Pope and his predecessors have recommended the G-Class for their mode of transport.

The former Paris-Dakar Rally winner is easily the longest-serving passenger car series on the 120 years history of Mercedes-Benz.

Now consisting of five models, continuous upgrades keep the G-Class in-line with the latest technological developments such as electronically controlled traction system; low range gearbox and selectable diff erential locks.

Dr. Dieter Zetsche, Chairman of Daimler AG commented on this performance of the G-Class, “We have sold 200,000 examples of the ‘G’ to date. Th e vehicle is now more successful than ever, and the customers are more enthusiastic than ever. Perhaps we will be celebrating yet another major anniversary in ten years time.”

At the Sustainable Energy Ireland Exhibition Volkswagen

Commercial Vehicles Ireland will showcase its green-conscious credentials with the fi rst Irish public showing of the VW Caddy EcoFuel. Powered by Compressed Natural Gas (CNG) the Caddy EcoFuel has been developed as part of Volkswagen’s broad environmental research programme. So far about 8,000 versions of the same have been sold across Europe since f irst introduced in 2006.

T h e g r e a t e s t environmental benefi t of using CNG as a fuel is the dramatic reduction of exhaust gases; for example, compared to the equivalent TDI engine carbon monoxide (CO) emissions are over 50 per cent lower, nitrogen oxide (NOx) emissions are 97 per cent lower, and there are zero particulates.

Propelling the Caddy EcoFuel is a four cylinder 2.0 litre petrol engine (that has been converted to use CNG) and produces 109 PS and 160 Nm of torque @ 3,500 rpm mated to a fi ve speed manual transmission. A Maxi version will become available at a later stage.

According to Mark Brady, Sales

Manager, V W Commercial Vehicles, keen interest is expected from this particular vehicle especially from our Semi-State utility service providers.

New Ford Transit models lead the way in terms of improved

fuel economy via a smart gear change indicator system. Th e gear-shift alert in the instrument cluster signals to drivers when to change gear at an optimum moment. Fitt ed as standard, the feature is also now part of the specifi cation on the Transit Connect.

Th e system not only helps drivers cut fuel costs, but also enables them to reduce CO2 emissions and to decrease wear on engine and transmission components.

Tim Winstanley, Ford Diesel Powertrain Manager explains, “Th e gear-shift indicator senses the way the vehicle is being driven, taking account of road gradient, vehicle load and individual driving style and identifi es the most suitable gear change point. Th e system continuously monitors data from the vehicle including engine speed, road speed, gear selected and thrott le position to calculate optimum gear changes.”

RAC trials Connaught HYBRID+

Ford Transit ‘gets-smart’ gear change alert

Green consciousCaddy Van

30 Years Young – the Mercedes-Benz G-Class

Vehicle Recovery Service providers the RA C has become

the fi rst company of its type to trial the Connaught HYBRID+ technology on two of its breakdown Ford Transits.

Th e Connaught HYBRID+ is the world’s fi rst commercially available retro-fi t system providing fl eet users with a cost eff ective way to reduce carbon emissions and fuel usage whilst retaining the operational performance of their fl eet. Th e patented technology is available now and is being specifi ed by a number of high profi le, blue chip companies who are focussing on reducing their carbon footprint and controlling operating costs. Hybrid technologies traditionally depend on high voltage and expensive batt ery packs that ultimately pose

environmental disposal problems and increase the weight of the vehicle as well as taking up valuable space and utilises compact super capacitors running at a safe voltage whilst employing the principles of regenerative braking.

Th is retro-fi t hybrid technology has recently been tested at a Government approved test facility in Bedfordshire which showed that the system reduced both emissions and fuel consumption up to 25%.

Commenting on the trial Steve Lydon, RA C Quality Manager said, “As a company we are constantly looking for ways of reducing our carbon footprint and reducing costs. Th e Connaught HYBRID+ technology trials we are undertaking I hope will tick both boxes”.


LAUNCH PAD

Nissan’s VIP LCV for Global Markets

NNissan Motor Company has a clear view of the road ahead in regard to the future of light commercial

vehicle division. Instead of relying on alliance partner Renault for product supply, Nissan will in the main go it alone from now on. Starting with the NV200, its new small to medium sized panel van, which eff ectively will replace the Kubistar (Kangoo) and eat into the lower end of the Primastar (Trafi c) range. In time, the next light commercial up the scale – NV300 will replace the Primastar and the entry level Interstar (Master). Just like its car compatriots, Nissan is creating a whole new niche in the LCV sector ala Qashqai. While its creative design is all Nissan (through its Japan and UK centres) some components from the Alliance are used such as the 1.5 litre (85 bhp) dCi diesel engine and 5 speed manual gearbox. As a global product it meets the Japanese requirement of 1.7m in width and 2.0m load length as per China and the 1.8m height in Spain. NV200 which will have the Vanett e label in the Asian markets is unlikely to get that tag over here as it would be unfair to go back in time.

Capable of a 750 kg payload, Nissan’s engineering team has managed to squeeze 4.1 cubic metres load space inside its compact dimensions. A signifi cant achievement when one considers that it’s built on the Alliance B platform as per the Renault Clio and Nissan Note. What’s also striking is that its 1.2 metres between the wheel arches accommodates two Euro pallets.

To be launched initially in Japan in the fi rst half of 2009, (where it will be produced) Europe will get its stock from there by the second quarter of 2009 but will eventually be supplied from a new factory, which will be constructed in Barcelona, Spain alongside other Nissan products such as the Pathfi nder, Navara and Primastar.

Bigger than the VW Caddy, NV200 will be sold globally set for the major volume sales through fl eet sales and business to business deals which will include fi nance, service and maintenance contracts. While the main focus will be on the commercial end, there will be Combi (Crew Cab) and dedicated passenger versions on tow. Th e Geneva Motor Show premiered said 7/8 seat passenger version. Another factor that the Ni s s a n e x e c ut i ve s emphasised during the various presentations at Nissan’s Headquarters in Tokyo was the low cost of ownership advantage with the NV200. Up to 5.3 L/100 kms is achievable from the 85 bhp 1.5 litre dCi diesel (that’s used in the Renault Kangoo and Megane). Depending on the market ESP will be standard. Surprisingly, drum brakes are used in the rear axle. Apart from the economic elements to the NV200, Mr.Yuuji Tsukagoshi, Chief Product

Specialist was keen to emphasise that if the NV200 was to become a trusted business tool for success, it has to be att ractive, handle well and relate a positive image on the customer’s company image. From our fi rst drive, Mr. Tsukagoshi can rest easy as even though it was the prototype and we were the fi rst set of journalists in the world to try out same, it impressed one and all in the way it behaved itself around the challenging Grandrive test circuit. Another point of note is its class leading load height of just 520mm.

With Renault, Mercedes and Fiat dominating the bulk of the market share with almost 40% of LCV sales in Europe, Nissan with around 30% has a bit of ground to catch up. “NV200 presents huge opportunities for Nissan. It is fair to say that it is the most important van ever launched in Nissan’s LCV history. NV200 will help us to become a serious player in the LCV sector,” stated Andy Palmer, Corporate

Vice-President, Nissan Light

Commercial Vehicle Business

Unit.

NV200-NV200-

LAUNCH PAD

Text & Photos: Jarlath Sweeney & Gerry Murphy FLEETVAN&UTILITY | Spring 2009 9

PREMIERED IN GENEVA

Nissan, the company that once brought us that venerable litt le Vanett e has just revealed its sharp new van for the fi rst time at the Geneva Motor Show. Gerry Murphy att ended the launch on behalf of Fleet Van & Utility. Th e NV200 is the production model developed from the NV200 concept which featured in the February edition of Fleet Transport. It is a return to the compact panel van market for the Japanese manufacturer. NV200 is a one-box van that will compete with the small one-tonners and it is the beginning of a whole new era of Nissan commercials. Th ere will also be an eight-seater passenger version.

Based on Nissan’s ‘B’ platform, it is expected that this new van will be very cost sensitive and will compete in the sector that was vacated by the Nissan Kubistar in recent years. Th ere is a lot to like about the NV200, not least the interior, which is another step forward for Nissan in the area of driver comfort and driver well-being. A surprising amount of space is instantly visible and an impressive number of features are available as standard or as optional extras. For example, customers can specify a reversing camera as an add-on, a fi rst for a van and fi rst introduced by Nissan in the Primera.

On the safety side of things, Nissan is also loading this van with features like anti-lock brakes with Brake Assist (BA) and Electronic Brakeforce Distribution (EBD) and Electronic Stability Programme (ESP) as standard. Driver and passenger airbags also come as standard with side bags available as an option.

Fleet Van & Utility was given the guided tour of the NV200 at the Geneva Motor Show by Mr. Salvador Delgar, General Manager LCV Product Planning, Nissan Europe, who explained its plans for the van in Europe. Two engines will be available - a 105 bhp 1.6 litre petrol model as used in the Note and Qashqai but the one likely to be the more popular is the 85 bhp 1.5 litre dCi, which it shared with Renault and used in the Note, Megane and many more products. Power in both models is transmitt ed through a fi ve-speed gearbox.

“Th ere will be three versions, a panel van, a passenger version and a Combi. We expect to sell 150,000 world wide and 50,000 in Europe. Th is is a best estimate, not an aspiration,” said Salvador.

“Prices will be decided in each individual country but the N V200 will be very competitive in price because we are using the B platform, not the C platform. Th is should keep the costs down and make the NV200 good value and off er customers exceptionally low cost of ownership.” he continued.

At just 4.4 metres long the NV200 has a cargo bay over two metres in length. Standard confi guration will be two side sliding doors or an optional one and a choice of asymmetrical or tailgate rear entry. We also learned that the van version will be available with just two front seats. Th ere are no plans for a double seat for passengers at this time. Also, there are no plans for a 4x4 version, all models are front-wheel drive.

But, it was only the passenger version that was showcased in Geneva. With three rows of seats there are ample applications for this version of the NV200. In rows two and three the seats are split 60:40 with access to the third row through the sliding side via a folding single seat in row two. Backrests fold fl at against the front seats, while the rear seats fold individually to either side of the load area. Salvador Delgar confi rmed that right-hand drive versions will have that single folding seat on the kerbside, an option that is not available with any of its competitors. Th ere will also be a more plush version aimed at families who seek eight-seat transport.

He also confi rmed that all three rows of seats are heated and ventilated separately by the heating system. However, while the rear seats are removable, you will need tools to do so and it is not foreseen as an essential need by Nissan. I suppose this type of vehicle is not really aimed at the MPV buyer who wants that kind of fl exibility. It is a people carrier for the purpose of carrying people and Nissan do not

see it as anything else.

Nissan NV200 - Premiered to the World in Geneva

10 FLEETVAN&UTILITY | Spring 2009 Text & Photos: Gerry Murphy – gerrym@fl eet.ie

COVER

New Ford RangerNew Ford Rangerdebuts in Geneva

From what we saw at the Geneva Motor Show, Ford of Europe is bracing itself

for the next decade in the commercial and leisure sectors with a revamp of its popular Pick-Up, the Ford Ranger. Th e challenge facing the design team was how to give the Ranger a more modern look and yet hold on to the muscular style that customers desire. Ford chiefs will claim with some justifi cation that they have managed to pull it off .

From the outside we can see the changes to the design beginning with a large horizontal three-bar grille at the front, giant-sized headlamps that wrap around the front corners and new bigger door mirrors that substantially improve visibility. At the rear end the Ranger gets a new clear rear-lamp cluster. Add ten high quality paint choices, fi ve of which are new: Highland Green, Winning Blue, Lagoon Blue, Copper Red and Desert Bronze and you can see that Ford is serious about att racting as many new customers as possible.

Th ere are changes on the inside too. Now you get even more car-like comfort with beautifully craft ed seats, climate control and MP3-compatible audio. Ford is also claiming that the new Ranger is now a quieter place to be with a bodyshell that is engineered to isolate road noise from the cabin.

Whether you are in the market for a work vehicle or an active sports utility, the Ranger’s

clever storage ideas are a real winner. Th ings like the pull-out sliding tray above the glove compartment, ideal for use as a work surface, the centre stack sunglass binnacle and a front door stowage bin are some of the best we have seen.

New Ranger’s large centre console features a two-level design. Its top bin is ideal for accommodating smaller items such as a mobile phone, while its lower bin can house larger objects, including up to 10 CD cases.Built in Th ailand, the new model will arrive in European showrooms from April and will be

available in a comprehensive choice of model series, from the entry-level XL to the range-topping Wildtrak. When it does eventually arrive in Ireland it will be off ered with two diff erent versions of Ford’s Duratorq TDCi turbodiesel

engine. Th ey will be in 2.5 and 3.0 litre capacity and will be confi gured with 4x2 and 4x4 drive set-ups. Both will be paired with either a f ive-speed automatic or a five-speed manual transmission. The 2.5 litre unit is rated at 143hp (105kW) and 330Nm of torque, while the 3.0 litre unit is rated at 156hp (115kW) and 380Nm of torque. Both engines are capable of towing up to 3,000kg.

Th e Ford Ranger nameplate is already established in more than 100 markets around the world,” said

Henrik Nenzen, Ford of Europe’s Director of Commercial Vehicle Marketing and Sales. “Th e new model delivers even more style, comfort and features, making it an ideal choice for a family activity weekend, or a working week.”

“Importantly for all of our customers both TDCi engines produce their maximum torque from just 1,800 rpm,” explains Nenzen. “Th is makes Ranger ideal for great on-road performance or for hauling and towing with its class leading 3,000kg braked trailer loads. It is also the perfect crossover for business-owners and an increasing number of urban drivers seeking a stylish vehicle that refl ects and supports their lifestyle choices,” added Henrik.

Opel Combo 1.3 EcoTec CDTiRenault Kangoo 1.5 dCiVolkswagen Caddy 1.9 TDICitroën Berlingo 1.6 HDi (90)Ford Transit Connect LWB 1.8 TDCi

ARCTIC TEST 2009ARCTIC TEST 2009


GROUP TEST

Back in 2005, the Arctic Van Test featured exactly the same participating vans: Citroën Berlingo, Ford Transit

Connect, Opel Combo, Renault Kangoo and Volkswagen Caddy. French manufacturers Renault and Citroën have since revised their respective Kangoo and Berlingo vans, while other participants have also facelift ed their internal and external facelift s in recent times. Th e Peugeot Partner wasn’t available for test for this occasion, whereas the Fiat Dobló Cargo was left out due to forthcoming release of a completely new model.

Options

In a current eco-political climate, the diesel engine seems to be the answer to all the questions, so all the vans tested were equipped with oil-burning powerplants. Th e new Citröen Berlingo is available in both short and long (+25cm) wheelbase versions, powered by its sharp 1.6 litre HDi-diesel engine with either 75 hp or 90 hp – the van tested was latt er. Compared to the Berlingo Mk1, even the entry-level version of the new model has good equipment levels as standard. Its optional equipment lists are also broad, and the new Berlingo can be upgraded with a wide range of special packages available at extra cost, of course. Citroën designed the Berlingo to be mainly a passenger car, but its cargo capabilities are not completely forgott en.

Th e Ford Transit Connect is also available in short wheelbase or long wheelbase forms, and equipped with the strongest diesel engine in the fl eet, the 1.8 litre 110 hp Duratorq TDCi. Available also are 75 hp and 90 hp versions. When it comes to design, the Transit Connect

feels a litt le dated, but is also the biggest and sturdiest of the pack. It is clearly designed for heavy use. Th e body is roomy, and the Connect is also available as a passenger car and called the Tourneo. Tested here was the LWB body type.

Based on a former Corsa passenger car, the Opel Combo also feels a litt le aged. Its Italian-bred 1.3-litre EcoTec diesel engine is based on the one tested in 2005, but it has been tweaked for lower emissions and bett er fuel economy. Only one body version is available. Combo was clearly the smallest van in the test, but also the most passenger-car like. Th is Opel is also available as a fi ve-seater Tour-version. Most of the optional extras are available in various “packs” at additional cost.

Th e new Renault Kangoo is also designed mostly as a passenger car, but like Citroën, its designers have also remembered to feature some aspects for cargo transportation. Th e 1.5-litre diesel engine is available as 85 hp version, which was tested, and also a 70 hp unit. Kangoo is also produced as a Compact, which is 40cm shorter with 2.3sq.m cargo capability.

Volkswagen Caddy is one of the oldest models in the group test, together with its 1.9-litre pump injector type diesel engine. Th e tested van was the 105 hp version, and despite not being a modern common-rail block, it keeps up with the others very well. A naturally aspirated 2.0- litre version with 69 hp, and turbocharged 2.0-litre engine with 140 hp can also be supplied. Caddy’s bigger brother, known as Maxi, is over 40 cm longer, and it packs 4.2sq.m of cargo space. Both models are also

available as passenger versions (called Life in Ireland). Volkswagen is the only manufacturer to provide four wheel drive – so far. Rumours tell us that the French manufacturers are also adding 4WD versions to their model line in the near future.

Diversity

Th e 2009 Arctic Van Test started in late January at Helsinki City area, with the new mandatory measurements and weigh-in ceremony. Unloaded test drives were carried-out around the Helsinki and Vantaa City region that had enough speed bumps to test the suspension. Th e Test drives with 250 kg on board each vehicle were all done in one day, primarily to fi nd out if the vans were suited to urban area driving. Acceleration and noise level tests were done at Nurmijärvi area, which was followed by a long road test from Vantaa to Pudasjärvi, Lapland.

Handling tests and various other measurements were done at a test track, specially built at Pudasjärvi airport. Shorter road handling tests were done at Pikkusyöte nearby, where all the test drivers took the same route with every car. Aft er that it was a time for analysis and scoring.

Weather conditions during the test varied, contrasting but not particularly cold. Th e 11-man test team faced dry asphalt, wet snow and slush, dry snow and solid ice. Lowest temperature was recorded on the fi nal day before the morning start @ -18C, resulting in that heating systems could be tested in almost perfect conditions.

GROUP TEST


In the urban area

Th e driver evaluations on the urban area tests were surprisingly on par with each other: all vans were within 0.4 points when the totals in this section were calculated. On the other hand, signifi cant diff erences could be found in specifi c features. For example, Volkswagen’s mirrors were criticized because of the lack of internal adjustments: all the others were electronically adjustable. Th e positive steering feel from the Ford impressed most, with VW following closely. Citroën and Renault have also developed their steering precision and feel in the last few years – but are not yet up to Ford’s level.

On the road

On the main road tests the group divided into two categories, mainly because of the engine characteristics. VW Caddy got the highest score from both A-roads and B-roads evaluation tests. Opel Combo was considered as a great urban area shutt le, but on the A-roads it didn’t meet the testers expectations when it came to cockpit design and steering precision.

The Ford Transit Connect got the best scores from its cockpit, with the French duo and Volkswagen following hot on it’s heels. Opel’s area for the driver felt cramped, especially among the taller drivers. All the cars featured an overhead shelf, which in Opel was positioned too long to use while seated. Also the large bulkhead behind the driver didn’t encourage use of this shelf.

Suspension wise, the set-up on the Ford Transit Connect and VW Caddy were best suited for a cargo van. Th e French duo’s suspension felt a litt le too soft when loaded, but when empty performed well. Opel was most nervous on open roads.

Specialties

Citroën’s co-driver’s seat accommodates two passengers, although the middle seat is more suited for small children. Th e third seat isn’t really meant or designed for long journeys, but on short spins it is okay. While all other cars are standard two-seaters, the Citroën’s three-seater design is a strong plus-point. Th e third seat can also be tilted forward, with a small desktop on the back of it for writing purposes, for example. Th e main passenger seat can also be tilted forward, to open up a nice cargo area behind it.

Handling and performance

Ford and Volkswagen were the top performers when it came to engine performance. Th eir real-world acceleration and power were clearly the highest among the test fl eet. Opel and Renault, with their smallest engines, were left way behind in performance tests, but proved to be the most economical when it came to mileage. Nevertheless, none of the vans tested were particularly slow, and all of them can be driven in normal traffi c situations without stressing the engine or the driver too much.

Handling was helped by standard ESP-system in the Renault Kangoo and V W Caddy. Renault’s version worked fl awlessly, while Volkswagen’s system was a litt le edgy but otherwise good. ESP-system is also available on the Citroën at extra cost. Opel or Ford did not off er stability control on the vehicles on trial.

Stability control is very important equipment in this class – as they are not always necessarily driven by professionals. Th at’s why ESC/ESP should be standard equipment!

Cargo space

Th e design of Renault Kangoo is the best thought out for handling cargo. Its walls, fl oor and even the roof were covered in heavy plywood. Also, the VW Caddy packed a good interior protection.

Opel’s interior was from the passenger version, and isn’t necessarily up to heavy use. Berlingo and Connect had more or less raw steel all round. All vans had useable fastening hooks in their load area.

Heating systems

Today’s modern diesel engines are so fuel-sensitive, that their heating systems aren’t actually effi cient enough for the Northern climate. A common solution is to use auxiliary heaters, such as Eberi or Webasto, like Opel and Ford had as standard. Caddy was also equipped with an auxiliary heater, which was installed in the production factory.

Despite this extra fi tt ing the Caddy’s de-misting was too slow for the Arctic conditions, especially from the upper part of the wind screen. As the VW’s heater also blows air into the footwell, this probably caused this.

Berlingo had an air-water heat exchanger, placed in its exhaust system. When needed, the valving system blows hot exhaust gases to the heat exchanger to help the cooling liquid to warm up. While the concept is good, the results however in heating terms weren’t up to standard.

Renault doesn’t have an auxiliary heater of any kind. While the specifi ed heater doesn’t blow hot air to the whole windscreen, it took over 10 minutes to remove light mist from the windshield in -15C.

Continued

GROUP TEST

Citroën Berlingo - 171 points; Clever Berlingo stands out from the crowd because of it’s three-seater design – although the third seat isn’t comfortable on the long journeys. It is a very modern-feeling and handy van, with a long list of optional equipments available at extra cost.

Plus:+Engine +Steering +Suspension

Minus: -Cramped for big or tall drivers -Dead angles on the right side -Clutch pedal located too near the foot-rest

Th e Ford Transit Connect is the most robust utility van in the test. It’s designed for heavy use, and it’s clearly bigger than its counterparts. However the Connect feels a litt le aged, but a completely revised model is on its way, and should be available later this year.

Plus: +Power line (engine + transmission) +Cargo boot +Handling

M inus: -Dated -Fuel consu mpt ion -Finishing

Opel’s Combo is a tried and tested litt le van, and it’s also in the evening of its day. Th e Fiat Powertrain engine is very fuel-effi cient, and the van itself is very agile in the urban area, also thanks to its great visibility. Opel feels dated – the next generation cannot be very too far away!

Plus: +Visibility from driver’s seat +Double sliding doors +Low consumption

Minus: -Low torque and power -Cramped cockpit -Noisy

Renault’s Kangoo is completely revised from the Mk1 Kangoo. It’s very agile, and handles well in the urban area. Also the load space is among the best of its class. Th e options list is long and very useable. Renault’s ESP-system works fl awlessly. Kangoo is available with two diff erent loading capacities.

Plus: +Rear view mirror adjustments +low noise levels (by ear) +Compartments in cockpit

Minus: -Slumpy gearshift -Small load capacity -12V plug location

Volkswagen Caddy is a tough machine – it’s robust and very machine-like just like the Ford. VW’s engine is truly tried and tested. Caddy’s model line-up is exceptionally wide: it’s available also in a four-wheel drive form. VW’s problem is its pricing, which is very close to next upper class’ levels. Basic model is poorly equipped, but one can order almost anything as factory equipment.

Plus: +Great engine +Driving position +Steering

Minus: -Poor standard equipments -Tool-like feel -Noise level (by ear)

Ford Transit Connect - 171 points; Sturdy

Opel Combo - 170 points; Fuel saver

Renault Kangoo - 172 points; Agile

Volkswagen Caddy - 178 points; Tough

What did we learn?

Th e race for the Arctic Van Test 2009 title was very evenly contested. It took sometime to calculate the results, and at the end, results were amazingly close to each other.

All the vans had their strong points, but the overall title went to Volkswagen Caddy. It is a very well balanced tool for heavy use, and gets extra points for it’s long list of available optional equipment, so typical to Volkswagen. In reality, all the vans are good for their designed use – whatever brand you’ll choose.

Handling tests – not as obvious as you may think!

Traditionally, the handling tests have been done at Pudasjärvi Airport. We found out that ESC (or ESP) - Electronic Stability Control, is a crucially important piece of equipment even in light vans. Renault’s system was the leader of the pack: the Kangoo could be controlled very smoothly and quickly through the slalom track. Volkswagen was almost as good, but its problem was that the system cuts in a bit too aggressively. It behaves best when the driver is not very experienced, but on the other hand, more experienced drivers may fi nd it a litt le frustrating.

Transit Connect was equipped with standard traction control system, but stability control isn’t available for this Ford. Th e ‘blue-ovals’ superb steering feel and well balanced handling saved the day, so the baby Transit is among the best handling vans. Citroën or Opel didn’t have stability control, but it is available as an optional extra for Citroën. Berlingo had a tendency to “freeze” its power steering occasionally. Being the smallest, Opel proved to be the most nervous of the test group – but nothing one couldn’t live with.

About visibility

Visibility was noted – resulting in big diff erences between these vans. Ford and Opel were clear winners here, with minimal blind spots around the vehicle. Th e French duo had big A-pillars, which can hide large objects in certain situations. Volkswagen slott ed-in between these two groups.

Ford had best exterior rear view mirrors, and it’s the only one equipped with smaller super-wide angle additional mirrors. Opel’s rear view mirrors were also above the rest.

Volkswagen’s basic mirrors are otherwise good, but Caddy doesn’t have electronic adjustment or heating as a standard – which aren’t cheap to buy!

14 FLEETVAN&UTILITY | Spring 2009 Text: Heikki Laurell & Jarlath Sweeney Photographs: Heikki Laurell


FLEETING SHOTS

The sudden deterioration of the global economy is given as

the primary reason for Mitsubishi Motors Corporation (MMC) to withdraw from all Cross-Country Rallies including the Dakar Rally and Dakar Series.

In its twenty-six attempts at various Cross-Country events Mitsubishi Motorsports secured victory twelve times including seven consecutive wins in the Dakar Rally. Through these

achievements, MMC gained significant kudos for its 4WD technology as well as highlighting its proven durability and high off -road performance.

In the 2009 Dakar–Argentina–Chile Rally, Repsol Mitsubishi R al l iart replaced the al l-conquering Pajero with a diesel powered Racing Lancer. Out of the four offi cial factory entries one fi nished – Nani Roma in 10th position.

Renowned as one of the toughest stages in the British

(and World) Rally scene, the ‘Killer Kielder’ Forest trek proved no bother to the Isuzu D-MAX, even though it was snow covered!

In up to two feet of snow, batt ling one of the world’s most feared gravel rally stages – Pundershaw – the D-MAX made light work of its icy task. Switching from rear-wheel drive to four-wheel-drive high ratio mode (available on the move, up to 100 kp/h, with a user-friendly dash selection butt on), the D-MAX did not even slip a 16-inch wheel tackling the

steep ascents, descents, off -camber bends, deep dykes, pot holes and devilish ditches. It simply found traction, whatever, ‘Killer Kielder’ threw at it.

“It takes a lot more than the world’s toughest special stage and the heaviest snowfall in 18-years, to stop a D-MAX in its tracks, believe me. Th ese practical, comfortable, economical and highly capable vehicles really have got the ‘go anywhere’ capability; making them the perfect, pragmatic powerhouses for families, foresters and farmers alike,” said Kenyon Neads, proudly on behalf of Isuzu.

There is no stopping the Toyota Hilux – whatever

the conditions! Th e unbreakable Sports Utility has completed a momentous journey across Antarctica to the South Pole, further proving the go-anywhere qualities that helped it become the fi rst car to be driven to the Magnetic North Pole in the 2007 Top Gear Polar Challenge.

Th e expedition also demonstrated that Hilux has advantages over snowcats when it comes to being

a sensible transport choice. It can travel much faster, uses significantly less fuel and can carry more passengers – in more comfort, to boot. And thanks to the quality of Toyota’s 3.0 D-4D engine, CO2 emissions are lower.

Towing custom-built trailers, the Arctic Trucks (Iceland) prepared Hilux Double Cabs had at all times to cope with loads up to 2.5 tonnes – 1.5 tonnes more than their specified capacity, and were also newly fi tt ed with

a system to melt snow while on the move, using heat from the engine. Pressed into service to ferry supplies, scientists and team support groups and to carry out

reconnaissance duties, the four Hilux have covered more than 2,000 miles each across the rough, frozen terrain in temperatures as low as -30C.

M50 Concession Ltd, the consortium appointed to

look aft er the ongoing operation and maintenance of the M50 Motorway has specifi ed a rather special Ford Transit to serve as an Incident Support Unit (ISU). Th e new Transit ISU, based on a 350 LWB 2.4 litre TDCi chassis/cab will patrol the full stretch of the M50 on a 24 hour basis and in the case of an accident or breakdown. Th e Transit ISU will provide a

fi rst line of support ahead of the arrival of the emergency services.

Th e Transit ISU is equipped with a range of emergency lighting to highlight the scene of an incident to oncoming motorists. On board equipment also includes fi rst-aid supplies, fi re extinguishers and a range of tools.

Supplied by Swords Auto, which has more than 10 years experience

i n prov id i ng emergency support vehicles across the UK, Brian O’Neill, Managing Director stated t h a t h e i s delighted to be now providing this service on home ground.

Ford Transit ISU on M50 mission

Toyota Hilux claims second pole position

Mitsubishi withdraws from Cross-Country Rallying

Isuzu conquers ‘Killer Kielder’

16 FLEETVAN&UTILITY | Spring 2009 Text & Photos: Gerry Murphy – gerrym@fl eet.ie

REVIEW

HyundaiHyundai displayed the iX55 which will be available in Europe with a new V6 turbo diesel engine delivering an output of 240 PS. We expect the iX55 to go on sale before the end of the year and it should provide a commercial vehicle opportunity for the Korean manufacturer.

MitsubishiThe modern Pajero looked magnificent alongside the LS200 and the Outlander on the commercial end of the Mitsubishi stand. It was the fi rst presentation of the Pajero with the new 3.2-litre DID Diesel engine which delivers 200bhp an 441 Nm for this big off -roader.

SubaruNow that Subaru has fi nally put the Boxer diesel engine into the Forester, business users will be glad to see that a commercial version has become available. Subaru Ireland now off ers a superb level of specifi cation on the Forester Van.

SuzukiIt’s exactly a century since the founder, Michio Suzuki, took his fi rst steps in business as a loom maker. Since then, Suzuki has become the biggest small car manufacturer in the World. Th e Grand Vitara remains its main vehicle in the commercial world.

RenaultRenault has added extra room on the new Grand Scenic which should mean some extra load space when the commercial version is eventually launched. Styling too, is upgraded, while the engine range remains the same.

Land RoverLand Rover displayed the 2010 Freelander2 and new terrain technologies. Changes to the latest Freelander are modest but include the addition of standard “intelligent” stop/start on all diesel-powered manual versions.

DodgeBig, bold and bulky, the Dodge Nitro is one of the most muscular SUV’s around and in commercial specifi cation has a commanding presence while still keeping a sporty persona and the ability to carry a decent load. Also on display was its electric vehicle technology.

JeepTh ere was an outdoor feel about the Jeep stand beside other family members. All of its 4x4 range was there and while there wasn’t any commercial on display, the US brand now has a size of Jeep to suit all and many of them coming in Commercial form also.

CitroënCitroën was again being creative with the award winning Nemo at the Show. Here is the striking Citroën Nemo Concett o; a concept for a people carrier version of the company’s recently released compact van. Th e orange and white paint job is designed to represent the litt le fi sh of the same name from the Finding Nemo movie.


NEW FLEET

Mitsubishi Fuso, distributed by MMC Commercials, Naas Road, Dublin has supplied a number of customers with new Canter 3.5 tonne trucks through its nationwide dealership.

FedEx Express, the world’s largest express courier company is

pledging its future with electric power from UK specialist manufacturer Modec. Ten versions of Modec’s zero emissions vehicles designed to FedEx’s specifi cations will enter service in the Greater London area.

“We are delighted to have this order from FedEx,” said Jamie Borwick, Chairman of Modec. “Operating this f leet of electric vehicles in urban environments

is the best use of technology and proves FedEx is using the right tool for the job.”

Featuring a large, removable batt ery pack it can travel up to 70 miles on one overnight charge. Th e new vehicles are part of a growing fl eet of more than 170 hybrid-electric vehicles in the FedEx fl eet world-wide, and helps to improve the company’s fuel effi ciency by 20% by 2020.

FedEx looks to the future with MODEC

Mitsubishi Fuso sales on Canter!

Sprinters dash the cash for G4S

4500 Iveco Dailys for Deutsche Post

4,500 of Deutsche Post’s 7,500 strong f leet under the DHL

colours, will be replaced by Iveco Daily Vans. As its commercial vehicle partner, Iveco will form part of DHL’s complete transport solution (over the next three years). Primarily used for parcel deliveries, the 3.5 tonne Dailys are each powered by a 3.0 litre 116 bhp Euro 4 diesel engine, driven through the Iveco/

ZF automated AGile gearbox – designed to reduce fuel consumption and driver fatigue. Th ey are also fi tt ed with a DPF-diesel particulate filter, which serves to lower the emissions signifi cantly below the limits currently in place. Indeed, these limits will support Deutsche Post’s Go Green Programme, which is aiming to improve CO2 effi ciently by 10% by 2012.

MUTEC, the Mercedes-Benz commercial vehicle

dealership based on the Naas Road, Dublin has secured a lucrative contract to supply 35 new Sprinter 315 vans to G4S Cash Services Ireland. To date, 115 new Sprinter models have been delivered and are currently operating out of G4S Cash Services network throughout Ireland.

Th e Director of Security at G4S Cash Services said that the key issues that the company took into account in choosing the Sprinter were reliability, fuel consumption

and robust build quality. “Mercedes-Benz Sprinter meets our expectations in these areas. Mercedes-Benz Sprinter also has a wide range of very important safety systems for our

drivers, which was a key feature in our assessment,” he said.

The 35 Sprinter 315 models are also specified with automatic transmission and air conditioning.

Joe Lynch, Sales Manager at Mutec added, “We are delighted that G4S chose the Mercedes-Benz Sprinter range for its fl eet in Ireland. Th ese 35 new vans will provide G4S with reliable, economical, durable and

high torque engines. Th ese key factors, matched by state-of-the-art safety features throughout the Sprinter, will ensure reliable service for G4S.”

J.F.K. Disposables, the Arklow based take-away packaging supplier has acquired a new 3.5 tonne Canter fi tt ed with a windbreaker to deliver its promise ‘on next day delivery!’

Murphy’s Truck Centre, Ballymount, Dublin 22 did the deal with J.W. Hire (Coolock and Tallaght, Dublin) for this 30 litre (125 hp) 3.5 tonne Canter. J.W. Hire is a longstanding customer of Murphys.

Cawley Commercials, Drinaghan, County Sligo sold three Canters to Freshways, Ireland’s fi rst ready-to-go ‘sandwich’ brand. Th ese vehicles will be used to deliver products to agents and bulk contracts.


LONG TERM TEST

Not sure if it’s the vibrant colour, its cute shape or the 09 registration that’s the big att raction of the new

lime green Fiat Fiorino sporting the Fleet Transport colours. Which ever of these three points it is, the reigning International Van of the Year (IVOY) is certainly att racting much att ention. Th e latest member in the Fiat Professional range, is the fruit of the Mini-cargo project co-developed with PSA – Peugeot Citroën. Not only does the Fiat Fiorino share its design technology with the Peugeot Bipper and Citroën Nemo, all three share the production line in Bursa, Turkey. To date there has been an enthusiastic response to the Mini-cargo trio all round Europe as numerous fl eet contracts have been secured since their offi cial launch. Aft er jointly receiving the IVOY Award, the French Postal Service took delivery of 10,000 units, much to the disappointment of Renault, which introduced a short wheelbase or Compact version of the new Kangoo to challenge the Italiano–Franco alliance. Th is deal alone confi rms that this new concept has achieved its fi rst objective of creating a new market segment characterised by demand for a vehicle that has compact dimensions on the outside while off ering a high load capacity within.

Aimed squarely at the urban environment, the new Fiat Fiorino is nimble to drive around town and easy to park while its whole life costs in terms of consumption and maintenance are low. Its turning circle of less than 10 metres clearly indicates its manoeuvrability and all round off ering much more than a car-derived-van from the Supermini segment.

Although pleasing to the eye, it has a sturdy front end with squared lines that give the impression of a solid, robust van. Completely smooth lines along the sides make it ideal for customising with advertising stickers for example. Large rounded bumpers and side strips ensure maximum protection for the vehicle, especially against small tips at low speeds. Two large double doors at the rear allow access to 2.5 cubic metres of load space and a load capacity of 610kg. A low loading sill of just 527mm allows for less back-breaking than necessary, while sliding doors on each side allow for safer access to the load area.

What diff ers the Fiat from its PSA brethren is the drivetrain. While PSA uses its 1.4 litre HDi diesel, Fiat Professional uses the highly regarded 1.3 litre common-rail direct injection turbo charged engine called the Multijet. For this size of vehicle, it is perfectly suited, and even performs bett er with a bit of weight on board. Th is Euro 4 compliant engine can be specifi ed with either a manual 5 speed of 6 speed Comfort-Matic automatic transmission. Interestingly, the CO2 values diff er between the gearboxes. For the manual the emission rating is 119g/km while the Comfort-Matic is more eco-friendly by 3g/km. More about the auto-box system later. Its excellent aerodynamics (drag coeffi cient of 0.31) no doubt helps here too.

Indoors, the cab, even though very car like, is functional for the business user. Th ere is lots of space for storing personal eff ects, in

various drawers, compartments and shelves. Eight air-vents ensure speedy demisting and the climate control system also maintains the right temperature all round. Fitt ed to this Fiorino is Fiat’s audio-telematic system that consists of Radio/CD/MP3 player, a stereo system with four loudspeakers and Bluetooth hands free kit. Electric mirrors, remote central locking is also specifi ed here with the latt er having separate locking on the front and rear doors so that the load area can be accessed when the cab is closed or visa-versa.

Fiorino – Fiat’s little BIG van

Th e Fiat Fiorino is now sold in over 80 countries worldwide.

Text: Jarlath Sweeney Photos: Cathal Doyle FLEETVAN&UTILITY | Spring 2009 19

LONG TERM TEST

For extra security between load and driver a full bulkhead is fi tt ed here.

From the comfortable driver’s seat, visibility is good due to the good positioning of same. Exterior mirrors are perfectly sized for this vehicle unlike some other cars and vans currently around.

Just one thing noticed about the design of these mirrors and the front

side of the van in general, is when it rains heavy,

the water f lows around the A pillar and across the side window with such force

that the view to the exterior mirrors

is not all that clear. Th e gap between the A Pillar

and the mirrors seems-to-be a bit too wide. Volvo Trucks had to address this problem recently and found the solution by making the frame of the mirror more aerodynamic.

Back to the driving position – height and depth adjustable steering column and height adjustable arm rest add to the comfort levels provided. Th e merits of the 1.3 litre Fiat Powertrain Technologies Multijet have been well recorded at this stage but not much has been said about the Comfort-Matic gear-box. Th rough an electro-hydraulic system, Comfort-Matic automates the clutch and gear lever controls while maintaining all the benefi ts of the dry clutch and mechanical transmission (weight, fuel economy,

strength and reliability). There are two models:- Semi-automatic (manual) and automatic. Th e fi rst is similar to manual gearboxes. Pushing the gear lever (placed high in the dash board) forward moves up the gears (+) or backwards described by the minus (-) symbol changes down. A simple touch is all that is required for a fast, accurate gear change. Th is system was used most oft en by this driver as the fully automatic system proved a litt le slow to react and stood on a set gear a litt le too long. Comfort-Matic is confi gured to ‘read’ the drivers mind and adapt to his/her driving style. Takes a bit of gett ing used to. For safety reasons if the door is open for any reason, the transmission engages neutral automatically. Also, visual and acoustic signals draw att ention to emergency situations or manoeuvres that could damage the engine or the transmission.

Power steering is provided by an electro-pump developed specifi cally for the new model, which is controlled by the speed of the vehicle, and the speed at which the steering wheel is turned. Works well, whether loaded or unloaded. Th e same could be said for its handling, thanks to its wide track. As Fleet is only a month into this year long term test, there is much more to report on same. It’s likely too that the fuel consumption will decrease accordingly. At present it’s touching on 7.0litre/100kms (40mpg) so it will take a bit of time to achieve the factory recommended fi gure of 4.5litre/100kms (63mpg).

For a small van, it off ers quite a refi ned drive even on the open road. Its size defi nes the eye as one can fi t a lot inside. Th e driver will also be pleased with the comforts of the cabin and will appreciate the clutch free Comfort-Matic especially in the stop-start world of town and cities.

In the next edition of Fleet Van & Utility, one our correspondents will be giving his verdict from behind the wheel.

side ois

is n


JS Since sett ing up Electric Vehicles Ireland (EV I), how is this business progressing?

DM As you know, all aspects of the motor trade are in serious decline at the moment. However our expectations for the short to medium term when we set up EVI were not that big. We have been building the foundation over the last 12 months and are satisfi ed with the progress to date. In terms of sales, we have recently delivered vehicles which were ordered last year. A 3 to 5 month waiting list exists for Smith Electric Vehicles at the moment, mainly due to high demand in the UK which kicked off about 2 years ahead of Ireland. Interest is increasing month on month here. Customers are starting to realise the fi nancial benefi ts of running electric vehicles apart from the carbon footprint issue which is on the agenda now in most responsible boardrooms. JS What’s in your product portfolio at present?

DM Looking through our range of Smith Electric Vehicles available in Ireland, the Smith Edison which is based on the Ford Transit is available in van and chassis/cab formats from 3.5 to 4.6 tonne GVW. Th e chassis/cabs can be fi tt ed with any body that could be fi tt ed to a diesel version. We also have the Smith Newton, based on the Avia 7.5, 10 and 12 tonne GVW trucks. Th ese are impressively powerful electric vehicles and of course no other manufacturer in the World is producing electric vehicles in these categories. Initial take off speeds are faster than diesels and with no gearbox, they are as easy to drive as automatics.

JS Do you plan to expand fr om electric vans and trucks? What about minibuses and cars?

DM The Edison (F o r d Tr a n s i t) M in ibus w i l l be available in 15 and 17 seater form later this year as will the A mpere passenger based on the Ford Transit (Connect Tourneo) is just around the corner. Ot her con nec ted projects are currently in the melting pot and we will be making some announcements in this regard in Quarter 4.

JS T h e I r i s h Government’s goal

of having 10% of all vehicles powered by electricity by 2020, do you think fi nancial assistance is required for both private and business users?

DM In other European Countries, Government funding is being provided in certain areas to stimulate sale of EV’s. Ireland should be no diff erent. One needs however to separate commercial and private users. In terms of Commercial, the Government has agreed to include Electric Vehicles in the Accelerated Capital Allowance scheme, thus allowing companies to write the complete cost of an EV against their tax in the year of purchase. Traditional diesels can only be writt en off over 8 years. Other incentives are being investigated at the moment. When people think of this target, they automatically think of electric cars which are still at the early part of their development. However with Commercial CV’s, they are available now in an acceptable format, so this is the area that needs pursuing if we are to achieve the target.

JS Be it f leet or individual sales, what type of maintenance is required for electric vehicles and what nationwide back-up do you have?

DM Th e non-electric components are covered by the relevant existing countrywide Avia and Ford dealerships. Th e Smith Electric technology is handled by ourselves with highly trained engineers available to provide a full back up throughout the country. Our

geographically central location at our new premises in Tullamore, County Off aly allows that we can reach most of the country within 75 minutes. A Dublin based technician is expected to be in place shortly. Of course electric vehicles require very litt le maintenance in comparison to a diesel vehicle. A short annual inspection by trained personnel is all that’s required.

JS Regarding Smith Electric, the tie-up with Ford for the US market is a welcome move.

DM Yes, the partnership arrangement recently announced which includes full technical co-operation between Smith Electric Vehicles and Ford Motor Company demonstrates that Smiths is the industry leader in Commercial Electric Vehicles and is indeed great news. It is another sign that Electric Vehicles is now the leading alternative to diesel. It is generally accepted that when the global recession eases, oil prices will rise steeply and the uncertainty of oil resources from mainly politically unstable countries, dictates that this real alternative must now be seriously embraced by all interested parties.

JS What other products has Smith in the pipeline?

DM Apart from the minibus as earlier mentioned, the Ampere which is based on the Transit Connect is going into full production this Summer with the passenger model launched at the Geneva Motor Show last month. Smith has also announced a partnership with London Taxi Company to build the traditional “London Taxi” in electric propulsion format. Plans to go above the 12 tonne GVW segment are also in hand.

JS Finally, you have been involved in the trade for some years now, where did it all begin?

DM More years than I would like to admit Jarlath! Having ex ited the accountanc y profession in the early 80’s, my fi rst “real” job was for a multi-franchise truck dealer. Th is was a time when DOE testing had just been introduced and speed limiters were not even on the agenda. Th e accountancy background I believe has certainly been a positive factor over the last 25 years for me, but I have hands on experience

in all aspects of the commercial vehicle trade. I have been lucky enough to fi nd myself in the right place at the right time over the last 10 years and seized the opportunities available. I am now fortunate to have assembled a multi talented and functional team in Tullamore who strive in diffi cult economic/motoring times to keep up the customer focus.

One-to-OneDavid Mullen, Managing Director, Electric Vehicles Irelandwith Jarlath Sweeney ... editor@fl eet.ie

INTERVIEW

Text & Photos: Cathal Doyle – cathal@fl eet.ie FLEETVAN&UTILITY | Spring 2009 21

TEST

Car companies may have led the way, but now van manufacturers are following suit in adopting CO2 saving

technology to meet increasingly stringent legislation, and to help hard-pressed operators reduce running costs of their commercial vehicles.

One simple yet obvious way to reduce fuel consumption is to turn off the engine when it isn’t needed, for example; when stopped at traffi c lights. Now few of us are so dedicated that we will do this ourselves on a regular basis, so Mercedes-Benz is off ering an automated solution in the form of a stop-start system on its award winning Sprinter model.

Th e ECO-Start system is available as a factory fi tt ed option on all 4 cylinder diesel engined Sprinters fi tt ed with manual transmissions for a price of €522, excluding VAT. The system is similar to that used by some car manufacturers such as BMW and Land Rover, in that the engine cuts out when the clutch is disengaged at stand-still and restarts once the clutch is engaged again. Unlike BMW’s Auto Stop/Start however, where there is no manual override, the Sprinter driver retains control, as ECO-Start is activated only when a switch on the instrument panel is turned on.

We took a Sprinter (a long wheelbase bodied high roof version with a 150 hp 315 CDi engine) fi tt ed with ECO-Start around the streets of Dublin and the surrounding countryside to test the system in an urban environment where it would be expected to be of most benefi t. Pressing the large ‘ECO’ button on the instrument panel to the left of the steering wheel, a

light on the dash briefl y displays to show the system is active, then goes out again. Pulling up to a stop at traffi c lights, if you leave the clutch engaged, the engine stays running, but put the gearbox into neutral, disengage the clutch and aft er a couple of seconds the engine cuts out automatically. Press the clutch pedal again and the engine automatically restarts. It’s all very simple, and while it felt strange initially, within a short while we grew accustomed to sitt ing in traffi c in silence. What was noticeable was just how oft en the system kicked in, underlining the amount of time we spend stationary in urban traffi c.

To check another feature of the system we allowed the Sprinter in stand-by mode to roll forward without pressing the clutch, and almost immediately the engine restarted. Th is is a safety feature to ensure that the servo assistance for the brakes is maintained at all times.

To verify that it is safe to leave the van in stand-by mode, electronic checks are provided by the engine management system, and if necessary the ECO-Start system will be over-ridden. For example; if the batt ery voltage is too low, if the coolant temperature is too cold or too hot, or if the outside temperature is below freezing, then the engine is not switched off . Conversely, if the ECO-Start mode has been activated for too long resulting in excessive drain on the batt ery, the system will restart the engine. Th ere is even a check to see if the bonnet is closed to ensure that the engine doesn’t start unexpectedly and injure somebody working on it.

We didn’t have the vehicle long enough to test Mercedes-Benz’ claim that up to 10% fuel savings are possible with the ECO-Start system fi tt ed. Th ere is no doubt though, that if you operate primarily in an urban environment with a lot of time spent stopped in traffi c, that the system is a worthwhile investment that should more than pay for itself over the life of the vehicle.

ECO-Start is a relatively simple and easy to adopt system to help improve fuel consumption and reduce CO2 emissions. It isn’t suddenly going to make the world a greener place, and it is dependent on the driver consciously turning the system on and disengaging the clutch when stationary, but it’s certainly a step in the right direction towards a cleaner and more fuel-effi cient environment.

ECO-Start – Sprinting Towards A Greener Environment

22 FLEETVAN&UTILITY | Spring 2009 Text: Jarlath Sweeney – editor@fl eet.ie

UTILITY

UNIMOG TOPS TRACTORS AND ALL OTHERS

An expert report by the German Agricultural Society (DLG) in Groß-Umstadt, Hessia, proves that the

Mercedes-Benz Unimog is a particularly economical vehicle for a broad variety of t r a n s p o r t t a s k s a nd a g r ic u lt u r a l related applications. During a transport assignment on level ground, a Mercedes-Benz Unimog U 400 with a trailer load of 21 tonnes consumed only 18.89 litres of fuel per hour, compared to a mean consumption for an agricultural tractor of 32.07 litres per hour. Th e speed in each case was 50 km/h. Converted into litres per 100 km, this equates to 42.84 l/100 km for the Unimog versus 71.89 l/100 km for an all-wheel drive tractor. If one extrapolates this additional fuel consumption of around 13 litres for 10,000 operating hours, the tractor incurs signifi cantly higher operating costs.

Th e Unimog is produced in a “plant within a plant”. At the major production location in Wörth near Karlsruhe, the largest truck plant in Europe, the product category Special-Purpose Vehicles (PBS) has its own production line where 750 personnel produce around 2000 Mercedes-Benz Unimogs per year. Th e expertise here cover many sectors, as the Unimog is used in a wide variety of sometimes extremely demanding operating areas, whether it is the new U 20, the U 300, U 400 and U 500 implement carriers or the

models in the all-terrain U 3000, U 4000 and U 5000 series. Th e Unimog has now been around for 60 years, and more than 325,000 units have been produced to date.

BEST OFF-ROADER

For the fi ft h time in succession, the Mercedes-Benz Unimog has been voted the best off -road vehicle of the year in the “special-purpose vehicles” category by readers of the special-interest magazine OFF ROAD. Th e “Off -roader of the Year 2009 – Special-purpose vehicles category” Award was made on the basis of a vote covering vehicles in eight categories. More than 44,000 readers took part in the vote between the 92 vehicles concerned. Th e Unimog won fi rst place in the special-purpose category with an impressive 34 percent of the votes.

Th e Unimog was clearly ahead of the fi eld among the special-purpose vehicles – off -road capable vehicles used to carry loads and goods to remote areas, or as a platform for special-purpose bodies such as fi refi ghting,

e x p e d it ion a nd military vehicles.

Characteristic product attributes such as outstanding off -road capabilities with portal axles, and enormous torsional fl exibility combined with great robustness and solidity, were particularly praised.

T he a l l - t e r r a i n Unimog series U 3000 to U 5000, which has been produced in Wörth since autumn 2002, is ideal for diffi cult off -road assignments

well away from the beaten track and road. Its main areas of application are with the fi refi ghting services – especially for forest fi res – disaster relief services, expeditions and servicing/maintenance work in areas where access is diffi cult. Accordingly the Unimog models U 3000, U 4000 and U 5000 ideally complement the vehicles in the U 300 to U 500 series – off -road-capable implement carriers which are mainly encountered working in the municipal services, with municipal contractors, in the construction and energy sectors, in in-company transport and in-dual (road/rail) operations. Th e youngest addition to the Unimog family is the compact Unimog U 20, launched in 2008.

fleet van spring 2009

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