Articles by James Stanford

A British van has started its second life as an affordable Chinese load hauler. It’s called the LDV V80 and has just gone on sale in Australia.LDV has a convoluted history, with more twists and turns than a Tom Clancy blockbuster. Owners included companies from England, America and Russia, before it was mothballed in 2009. Chinese company Shanghai Automotive Industrial Corporation (SAIC) bought up LDV and the rights to its only product, the V80 van.SAIC is huge - building 4.5 million cars last year and has joint ventures with both Volkswagen and General Motors in its home market.The V80 van is now made in China. It is largely the same as the model that was introduced in Europe in 2005 and was originally developed in conjunction with Daewoo, before it went belly up back in 2000, so it is not new by any means.There are two models available: a short wheelbase version aimed at the Hyundai iLoad and Toyota HiAce and a long wheelbase version, available with a regular roof and a high-roof body, which lines up against the Mercedes-Benz Sprinter, Ford Transit and Fiat Ducato.It is cheaper than all its rivals, but not by a lot in the case of the short wheelbase version. Pricing for that model is $32,990, which is around $2000 less than a Hyundai iLoad and $4000 less than a Toyota HiAce. The long wheelbase model is $37,990, with the high roof variant adding another $2000.SAIC and its importer Australian importer WMC isn’t relying on dirt-cheap prices, unlike Chinese rival Great Wall. It is hoping a high level of standard gear will encourage customers to switch to a Chinese brand.It has fitted a lot of gear as standard, including 16-inch alloy wheels, cruise control, airconditioning and LED daytime running lights as well as dual sliding doors and rear barn doors.  The cruise control is not like normal systems though, in that it is not adjustable. If you want to slow slightly or speed up a little, you have to turn it off, change your speed manually and turn it on again.The interior is basic and the quality is good, better than some rivals but not quite to the standard of others. The centrally-mounted instrument cluster, with a speedo on the left, is awful and it is almost impossible to tell how fast you are going from the driver’s seat. The V80’s rear doors feel extremely flimsy and the metal door skin surface was not even.Anti-skid brakes (with front and rear discs) are standard, along with driver and passenger front airbags. There are no side airbags or electronic stability control, although SAIC is reportedly working on them. It has not been tested by Euro NCAP or ANCAP yet and while SAIC’s own testing suggests a four star result, many customers will want to wait for an official rating.The V80 is a much better drive than this writer was expecting. It tackled some tough roads on the launch and coped well, much like rival vans. The ride is much the same as other vans and cargo space and access through the doors is excellent – load capacity runs from nine to 12 cubic metres and payload ranges from 1300kg to 1800kg.The Chinese-made VM Motori 2.5-litre common rail turbo diesel (with 100kW and 330Nm) is not bad on the whole, but is sluggish below 2000revs. It has a Hyundai-sourced five-speed manual (there is not auto option yet), which shifts smoothly and features a light clutch. It is a front-wheel drive.Overall, the V80 gives a good impression but it needs to be a lot cheaper for customers to walk away from proven vans such as the iLoad and HiAce and take a punt on an unproven Chinese brand. 

A broken back and a heart attack would be enough to put most people off racing altogether, let alone the punishing Dakar rally. But neither will stop Bruce ‘Lazarus’ Garland taking on the world’s meanest rally in his Isuzu D-Max ute from January 5 in Lima, Peru.The 54-year-old fractured a vertebra in the 2011 Dakar when he landed heavily in a sand dune. It ended the event for Garland and long-time co-driver Harry Suzuki, who was not injured. It was a big setback, but the situation worsened when Garland suffered a heart attack two months later.“At one point I didn’t think I would make it out of the hospital,” Garland says. “I got ready to die, did my will and all that stuff.” Expert care at the MonashHeart hospital meant Garland survived, but only after open-heart surgery that included five heart bypasses.Garland, who had competed in four Dakar events, was determined to make it back into the D-Max driver’s seat. “I said I had some unfinished business, so I had to get back,” he says. A Dakar campaign seemed unlikely early on. “I couldn’t walk out to the letterbox when I got home,” Garland says.With the help of his wife Celena and a personal trainer, Garland improved steadily. He worked with Isuzu to build a racing version of the all-new D-Max, but the company was going through its own problems. “This all happened around about the time of that terrible Tsunami in Japan, so Isuzu was having a hard time as well,” Garland says.His car was one of the first of the new generation models off the Thailand production line, which was soon hit by devastating floods. “That was a terrible flood, really, really bad. They actually lost track of the ute in the middle of all of that and then found it in a field with some other stock about a month later.”Despite all the setbacks, Garland, Suzuki and his team were able to get the D-Max ready for the brutal Finke desert in June. Not only was the race, known for its high speed jumps, going to test the new ute, but also Garland’s back. “If anything is going to hurt your back, it’s the Finke,” Garland says.The event went well and the team did some other testing before heading across to WA’s Australian Safari at the end of September. It went pear-shaped on day three when Garland hit a fence post. “Normally, it’s not an issue, but this one was set in concrete, so it did a lot of damage.”The team decided to withdraw and fix the damage because the ute had to be shipped overseas in order for it to join the Dakar field. Joining it in the container was an Isuzu NPS 300 crew cab, which will carry a lot of the team’s spares from stage to stage. “It’s a great little thing with room for lots of gear, there’s a fridge in the back and two seats,” Garland says.He and Suzuki are in the car class, but often race in amongst the awesome heavy trucks that compete at Dakar. “When one of those things comes past it’s like a bloody tornado they throw up that much sand and dust,” Garland says. “You look across and all you see is their wheels, which are almost as tall as our ute.”Caution is required near the big rigs. “You don’t want to get in their way,” Garland says. “They don’t move or stop for anything or anyone.” In fact, it was a truck that contributed to Garland back-crunching crash in 2011. “We were in the sand dunes next to two trucks and I didn’t want to cut across and get hit by them. I was looking across and drove right off a cliff and into the ravine,” Garland says.He is confident of a top ten finish this year, which would beat his best result of eleventh, but deep down he knows making the start will be a great achievement in itself. 

All the judges involved rated the Ranger as the best nominee and were  particularly impressed by the Ranger's safety, towing ability,  performance on and off-road and its engine line-up.The Ranger finished in front of the Isuzu D-Max and Volkswagen Amarok."The Ford Ranger is a great all-rounder, combining the perfect blend of  on-road comfort and stability with off-road capability," said Irish  judge, Jarlath Sweeney.Ford also picked up a second gong, with the  all-new Transit Custom taking out the International Van of the Year award.

Komatsu worker Le Roux is the only Australian entrant in the World’s Strongest Man event Los Angeles on October 1. He lugged the WA480 wheel loader six meters along the driveway at his workplace, Komatsu’s local headquarters at Wacol, Queensland. Le Roux used a ladder attached to the ground to help him get going, but that was all the assistance he had. He managed the task easily, which is understandable given he has previously pulled a truck weighing in at 80 tonnes.

The Isuzu rig is operated by the Daniel Morcombe charity Foundation, which was set up by Bruce and Denise Morcombe following the abduction and murder of their son in 2003. The foundation is committed to educating young children on how they can stay safe as well as supporting young victims of crime. It is planning to take its new truck to schools, fetes, community groups and various events as part of its on-going safety push. The truck is a medium duty NQR 450 with a 5.2-litre four-cylinder and has been fitted with a six-metre long pantec body that was developed and built by Caboolture Truck Bodies, Prestige Caravan and RV Works. Bruce Morcombe said the charity required a multi-purpose truck. “We required a truck that is versatile and can be used as a command centre, meeting point, stage, retail outlet, as well as provide an education and first aid facility,” Bruce says. He says the automated manual transmission option was also a draw card. “Other requirements were that it had adequate highway power and an automated transmission along with a range of creature comforts. We are not truckies doing huge kilometres per week, therefore, comfort and easy driving were on the top of our list; along with a proven and established brand,” he says. Bruce says the truck will be able to help make a big difference. “The truck is a great addition to the charity,” he says. “Not only does it help us to educate children, but also provides a place for the volunteers to have a quick cuppa between visiting schools.” He was also impressed with the way it turned out. “Inside it looks a motor home, fully equipped with a kitchen, sink and even a toilet,” he says. For more information on the truck and the Daniel Morcombe Foundation, visit www.danielmorcombe.com.au.  

Hino says its mid-sized 500 Series truck is a fleet favourite, but the fact it has until now only been available with a regular manual has caused some issues. “In Australia our fleets have some good drivers and then some that are less than desirable,” says Hino Australia product planning manager, Daniel Petrovksi. “If you have some of the latter, you are going to be replacing clutches on a regular basis,” he says. Given a clutch changeover can cost around $2000 including labour, these undesirables can cost operators a large amount of cash. Then there is the added extra cost of fuel that comes with their less than perfect driving. Hino says a 500 Series truck fitted with its new six-speed automated manual transmission (AMT) will have similar clutch wear in the hands of a bad driver as it will with the very best. It adds that bad drivers might go through three, four or five manual clutches before the AMT clutch will need replacing. When it comes to fuel consumption, Hino says the AMT is more efficient than a manual transmission because it doesn’t pick the wrong gear. That said, the driver can control it using the sequential manual mode. Hino is not releasing AMT pricing, but expect a premium of around $4000 to $5000. The Hino AMT, which it calls ProShift, has the same dry clutch as a manual gearbox but it is controlled by the truck, not the driver. This gearbox has been around for nearly a decade in Japan, so it is tried and true rather than cutting edge technology. Hino says this system is up to 15 per cent more efficient than some other AMTs that use a fluid coupling system and around 10 per cent more efficient than some regular torque convertor automatic transmissions. The advantage of those two rival transmission types is that they are better at creeping at low speed, which helps when the driver inches up to a loading platform. Hino has come up with its own Slow mode, which limits the engine to 550 revs but requires some throttle, unlike the other systems that naturally creep in gear. Hino is offering the AMT for two FC and FD models. The AMT FC has a gross vehicle mass (the weight of the truck and its load) of 10,400kg, is fitted with leaf springs and has a wheelbase of 4350mm or 4650mm. It has a 6.4-litre five-cylinder generating 162kW and 647Nm. The AMT FD has a GVM of 11,000kg, a wheelbase of 4850mm, a 6.4-litre engine with 176kW and 716Nm and is available with leaf or air rear suspension. Working Wheels tested the Proshift 500 trucks on a hilly run from Sydney to Canberra. The transmission works brilliantly in stop-start traffic. It shifts noticeably faster than most rival AMTs and the changes are smooth as well. There can be a slight delay on take-off as the truck releases the clutch, so drivers have to be on their toes and read the traffic in front. Hilly terrain quickly reveals the limitations of the Proshift AMT transmission. Even Hino suggested before our drive that it would be best to flick the shifter into manual mode and take over the gear changing because the truck’s computer can’t see the upcoming hill. When the driver does take over the truck conquers the hills without a worry. If the transmission was simply left in automatic mode, it struggled. It was quickly befuddled, picked the wrong gear and changed again until the road speed had dropped right back. So, it’s not perfect, but works a treat with a little input from the driver. However, we would also want to properly test its low speed creeping ability before signing on the dotted line. The running cost savings will need to be evaluated in time, but it’s immediately clear that running this transmission is a lot easier on the drivers, who won’t get tired-out working the gearbox and controlling the clutch. That can only be a good thing.  

Fitting daytime running lights is a quick and easy way to boost road safety according the light manufacturer. It points to recent studies by the Transport Accident Commission that found daytime running lights were able to prevent almost 25 per cent of fatalities in multiple vehicle daytime accidents. These findings come after international studies claimed that failing to properly see another road user is a contributing factor in more than half of all daytime accidents including two or more vehicles. Hella says its own retrofit daytime lights can be installed in just two hours.  

The compact Doblo is one of the models being considered by the Fiat Chrysler Group after recently taking over the Australian distribution from Ateco Australia.  Fiat Professional says the new XL model expands the appeal of the Doblo. It provides a cargo area of 5 cubic metres and a payload of 1000kg. The XL has a long wheelbase and a new taller roof, which Fiat says gives it best in class dimensions.  

Mercedes-Benz has announced that its new compact Citan has the best fuel efficiency in the class. The Citan is based on the Renault Kangoo mini hauler and the engine is also soured from the French brand. However, the Citan is available with Mercedes Blue Efficiency features that trim the official fuel economy figure to a remarkable 4.3 litres per 100km for the leanest engine in the range. The fuel saving measures include electric power steering, a controlled oil pump, smart alternator and stop/start technology that kills the engine at idle to save fuel. A clever system recovers some braking energy to reduce the amount of time the alternator needs to run in order to top up the battery. Mercedes has introduced rolling resistance tyres on some models to drive down the consumption. The company revealed the best efficiency figure of its new Citan ahead of its coming out at the Hannover Truck Show later this month. The new van has been confirmed for Australian sale, although it is not yet clear which engine options will be available for the local models. A diesel and a petrol unit are available for the Citan in Europe. There are three different output options for the 1.5-litre four-cylinder turbo diesel engine. The entry-level unit makes 55kW and 180Nm of torque, the second manages 66kW and 200Nm and the range-topper produces 81kW and 240Nm. There is also a 1.2-litre petrol four-cylinder turbo unit that generates 84kW and 190Nm. A five-speed manual gearbox is used for the two lower output diesels, while the petrol Citan and the higher output diesels are fitted with a six-speed manual. There is no word of an automatic version. Both manual transmissions come with a shift indicator system that advises the driver when to make changes and shows arrows to indicate whether an up-change or down-change is required.  

Toyota Australia is adding a five seat version of its 70 Series ute, but it has only a three star ANCAP crash rating, something which could hurt it given some mining companies are starting to demand utes with five star crash test scores.Toyota Australia spokesman Mike Breen says the company has improved the crash rating of the 70 Series through the years and says a five star rating is not impossible."We have got it up to a three star rating, so it is a work in progress," he says. "We will keep working on improving it because people love it."Toyota is working to constantly update the 70 Series to keep it on the road and is finally introducing anti-skid brakes on all models, including the crew cab. It doesn't have traction control, Electronic Stability Control and makes do with two airbags.Other upgrades to the 70 Series range include a snorkel fitted to the A-pillar, new seats and a new sound system that incorporates Bluetooth phone connectivity and audio streaming.All 70 Series models are fitted with the durable 4.5-litre common rail turbo diesel V8 with 151kW and 430Nm, which is linked to a five-speed manual and a part time four-wheel drive system that includes a two-speed transfer case.The basic Workmate gets 16-inch steel wheels, side steps, vinyl seats, rubber floor covers and black bumpers. Stepping up to the GXL adds 16-inch alloy wheels, flared wheel arches, remote central locking, electric windows, carpet, fog lights, differential locks (which are optional extras for the Workmate) and cloth seats.The ancient LandCruiser -- which was first introduced all the way back in 1975 -- is a far different vehicle to the far more modern and city friendly 200 Series LandCruiser wagon, has been updated through the years but is still a basic and tough machine known for its simple design. It has been available as a wagon, a troop carrier with a tall roof and single cab ute and, from September, a crew cab.Sales continue to tick over thanks largely to continued interest from miners and farmers who want a tough go-anywhere vehicle. But the company sensed it was missing out on a lot of sales given the amount of people who asked about a crew cab version.It was given more encouragement when a range of small engineering firms started chopping 70 Series wagons to produce their own crew cab utes. Toyota's Japanese chiefs responded and hit the green light for the new workhorse crew cab, which will only be available in Australia.Its engineers took the 70 Series wagon as a base model and developed rear panels along with a sturdy custom metal tray. The tray is very similar to the one available for the Hilux cab chassis crew cab, the model that many loyal Toyota customers purchased in lieu of a 70 Series crew cab ute.It measures 1800mm in length and 1840mm in width and is available with fold down sides, side rails for tying down loads load bars to allow for long items to be carried and a mesh grille to protect the rear window. The ute retains its one tonne payload and is able to tow up to 3500kg.It is available in two specification levels, the Workmate at $63,990 and the GXL at $67,990. Despite the hefty prices, the 70 Series is still a basic machine. It still has solid beam front suspension, instead of each side being independent, which is very rare these days.