Articles by James Stanford

The company is launching three S versions of popular models, offering more power and more choice when it comes to transmissions. The FRD 600-S, FSD 700-S and FSD 850-S all come with a tweaked version of the regular 7.8-litre engine which now produces an additional 15kW and 55Nm of torque, for a total of 191kW and 761Nm. An Isuzu six-speed manual or Allison torque convertor type automatic are available for FRD 600-S, which is rated to 11,000kg (including the truck and its load).The FSD 700-S and FSD 850-S can be fitted with three transmissions including the Isuzu six-speed manual, the fully automatic Allison or the second generation Isuzu automated manual transmission (AMT). These trucks are rated at 12,000kg and 18,000kg respectively. All three rigs feature Hendrickson HAS200 airbag suspension at the rear.Isuzu is also offering five limited edition trucks based on the FRD 600-S Long, FRD 600-S Long Premium Auto, FSD 700-S Long, FSD 700-S Long Premium AMT and FSD 700-S Long Premium Auto. These models get the S upgrades, as well LED daytime running lights in the front bumpers and polished Alcoa aluminium wheels. Interior extras include satellite navigation, premium speakers and steering wheel mounted controls for the centre information screen."Those who spend long hours in the cabin will appreciate the premium speakers and satellite navigation – we expect these models to be quickly snapped up by value conscious customers who also want to stand out from the crowd," says Isuzu Australia marketing manager, Jeff Birdseye. Isuzu has sold more than 138,000 trucks in Australia during the last 25 years and the company estimates that one in every four new trucks sold in Australia this year, will be an Isuzu. 

Over there, the van will also be sold as the Nissan Primastar as well as the Vauxhall and Opel Vivaro, but of all these models, only the Renault will come to Australia and it will be on sale here next year. Renault is saving much of the detail of its all-important load hauler, but says it features an all new interior and exterior design and will introduce a swag of new technology.To be built at Sandouville, France, the Trafic will be available with a new 1.6-litre four-cylinder diesel with two turbochargers which help return a remarkable average fuel consumption figure of less than 6L/100km. There will also be a single turbo version of the same engine, which uses a variable geometry turbocharger.  It is not quite as efficient as the double-boosted unit but still uses 15 per cent less than the one it replaces.Renault says the new Trafic will be available in a wide range of body styles and there will be two different heights, two different lengths, a regular cargo van, passenger van and a cab-chassis ute.The third generation Trafic features a modern and masculine design that is not as out-there as some French designs.  It has a blunt nose with a deep grille for optimum cooling. The headlights stretch up and away from the grille and a design crease starts just beneath the wing mirror, drops down and then runs along the side of the van, rising up and over the rear wheel arch.Renault says the new van is more dynamic than ever before, with sharper lines. It adds that the new Trafic  retains the sturdy look of the existing machine thanks to a grey wrap-around plastic bumper that looks like it can take plenty of hard knocks. 

Watch the new 4 Series switch from coupe to convertible.

Ford Australia says it continues to consider importing the compact van, which would rival the Volkswagen Caddy, Renault Kangoo and Citroen Berlingo, but has not made a decision either way. The Transit connect goes on sale later this year in Europe. It sits below the mid-sized Transit Custom, which has just gone on sale in Australia, as well as the large Transit Cargo, which arrives here mid-year.“Transit Connect represents a potential opportunity for us, but one that we will continue to explore before we have anything to add,” says Ford Australia’s SUV and light truck manager, Danni Winter. When translated from corporate speak, that means “we aren’t sure whether to bring it here at the moment.”The Connect business case probably isn’t strong enough at this moment, but that could change. Ford Australia spokesman, Neil McDonald, says the market is changing rapidly and that could mean the Connect does end up heading this way. “If there is a growing groundswell that can make that a viable proposition, we are certainly going to be looking at it,” he says.The Connect consideration comes after Mercedes-Benz dramatically changed direction and decided to cancel its plans to bring the Citan compact van to Australia. Based on the Kangoo and made by Renault, the Citan would have struggled because it was not available with an automatic transmission, unlike the Caddy, which dominates the class.Mercedes was also worried it would have to sell the van at extremely low prices that would reduce the amount of profit sold on each van as well as potentially hurting the image of Mercedes in the process. It is not yet clear whether an automatic transmission would be made available with the Transit Connect. The vehicle will be available with a range of diesel and petrol engines in Europe. 

It's called the Walmart Advanced Vehicle Experience (WAVE) truck and is a concept vehicle the American retail giant has developed with the help of iconic American brand Peterbilt. The WAVE was revealed at Walmart's recent Global Sustainability Meeting and is a one-off concept designed to explore ways that trucks can make less of an impact on the environment.Walmart operates its own massive fleet of 7000-odd trucks that haul cargo from suppliers to its 4800 stores across the United States and cover millions and millions of miles in the process. It has a goal of improving the efficiency of its logistics network, delivering more cargo and driving less miles, but is also aware that new technology is needed to reduce the fuel consumption and the emissions produced by the semi trailers that move everything its sells.That's where the WAVE truck comes in. "It may never make it to the road," says Walmart CEO Doug McMillon, "but it will allow us to test new technologies and new approaches." The WAVE is not just a flimsy prototype based on a striking design made for a truck show, but features some fascinating technology including a gas turbine generator and electric motor as well as some stunning carbon fibre elements. It features a special Great Dane trailer made almost completely from carbon fibre, which is know for being both strong and light.The one-piece side trailer panels are 16.1 metres long and are thought to be the longest single piece flat carbon sections ever produced. By making the trailer box primarily from carbon fibre, the makers have managed to save approximately 1800kg in bulk. The front of the trailer box is also rounded for the best possible aerodynamic profile.The WAVE cab comes straight from a science fiction movie, but there is a method to the madness. It was designed to cut through the air with the least amount of drag, with designers steering clear of a traditional cab. As a result the cab is shaped around a single driver's seat, with a bench for passengers behind that. There is also a sleeper bunk at the back of the cab. All up, Walmart says the WAVE truck is a considerable 20 per cent more efficient than most of today's truck and trailer combinations.The powerplant that sits underneath the cab is particularly interesting. There is a gas tubine linked up to a battery pack that acts like a generator. Turbines were trialed as car engines back in the 1960s and Chrysler even built 50 turbine powered cars for a trial, but they have always been too noisy and too thirsty because they have to spool up and down for regular driving. However, the technology makes much more sense thanks to electrification.The idea now is that the turbine spools up and then runs at an efficient constant speed generating electricity that is fed to a battery and on to an electric motor that propels the wheels. Running at a standard rate, regardless of whether the vehicle is cruising or speeding up and slowing down, allows for the best possible efficiency.The WAVE creators say the turbine in its truck can run on gas as well as diesel, biodiesel, gas and potentially other fuels. It is not clear whether the turbine hybrid power train in the WAVE concept is actually operating as described at this stage or whether it can operate in electric only mode.Of course, the big issue is going to be whether enough energy can be generated by the turbine hybrid powerplant to haul a heavy load of cargo for several hundreds of miles and there is also the question of how much fuel it will consume. Either way, the WAVE truck will at least make people think about ways to improve the efficiency of trucks and trailers and that has to be a good thing. 

The X5 sDrive25d is not only the first rear-drive X5 but is also the first with a four-cylinder engine, in this case a diesel.

The latest generation F650 and F750 trucks will go on sale in the US early next year. Unfortunately, Ford does not plan to build them in right-hand drive for Australia, but you can bet some will be imported and converted by third parties.Ford has added a new prime mover model, which can be fitted with a swiveling trailer, as well as upgrading the engine line-up and revising the exterior design. Ford has not released the details, but it expected the trucks will be able to run a gross vehicle mass (the combined weight of truck and its load) of around 13,000kg. Customers can also use the F-Series machines with rigid bodies, a pantech box, a tipper or a simple flat ute tray.The F650 and F750 are really trucks in their own right, but Ford insists on including them in the F-Series family, along with the Ranger-sized F150, the F250, F350 and Super Duty pick-ups. Most are used for hard work, but several are purchased by customers who simply want to be seen driving a massive pick-up truck.The current F650 and F750 used a Cummins diesel, but the next generation model switches to a Ford diesel that has just been introduced in smaller F-Series trucks. Previous F-Series pick-ups used a diesel from Navistar's International truck operation, which was rebadged as a Ford Power Stroke. Ford has since developed its own Power Stroke diesel engine line, including the 6.7-litre unit that will power the F650 and F750. It is a common rail V8 with a turbocharger sitting on top, in the gap of the V.This is a fairly advanced unit with a compacted graphite iron block (for lightness and strength). Ford has also fiddled with the exhaust, running the pipe out through the gap in the V, to react quickly to throttle input and spin the turbo as quickly as possible. It runs Exhaust Gas Recirculation (EGR) and a Diesel Particulate Filter (DPF), which traps soot and burns it off at super-high temperatures. Power outputs haven't been announced for the medium duty trucks yet, but expect around 298kW (400hp) and a smidge more than 1000Nm for the top-spec model.There is a switchable engine brake to help prevent the truck running away on hills.A six-speed torque convertor automatic is the standard transmission. It has a super low first gear. Some Americans still refuse to use diesel, even in such big rigs, so Ford will also offer the F650 and F750 with a petrol option.It is a 6.8-litre naturally-aspirated V10. Not surprisingly, Ford does not mention its fuel economy figures, but we're tipping they are going to be ugly. Ford does offer customers a factory conversion to allow this engine to run on either Compressed Natural Gas or Liquefied Natural Gas. The current F650 and F750 trucks look dated, but the new-generation trucks have been given a fresh new look that ties in with the new F150 pick-up. It is a rugged design, with a massive chrome-ringed rectangular grille dominating the design.Ford is really keen to point out that the new F650 and F750 are tough. Indeed, the press release announcing the new trucks mentioned the word 'tough' no less than nine times. Ford is also talking up the testing regime it has subjected to the new trucks to. It claims it used robots for some of the F650 and F750 tests for the welfare of its human staff. "Some of the tests we do on our commercial trucks for North America are so strenuous that we limit the exposure time for human drivers," says Ford US vehicle development operations chief, Dave Payne. Instead, robots drive the trucks over what Ford describes as 'tortuous' surfaces.

The final Falcon and Territory have been caught testing on the road. These are the best pictures yet of the final Falcon with a see-through car bra revealing the shape of the production car's grille.We also snapped the first shots of the facelifted Territory, confirming there will be some minor facial work but no significant revisions to the rear.Ford will launch the last Falcon in November, weeks before the updated Territory goes on sale. Production of both ends in late 2016.Despite plummeting Falcon sales and the accepted wisdom that it will be ditched early, Ford is carrying out significant body revisions to its former hero. The model, known internally as the 201X Falcon, will have a fresh bonnet and bumper, a new bootlid and rear guards, as well as narrower headlights and flatter tail-lights that spread into the bootlid.There will be daytime LED running lights at the front and a fresh Ford family grille, more prominent than that of the current FG II as well as new-look alloy wheels.The mechanical changes are minor, except for the return of the eight-cylinder XR8. Most of the work has gone into driving down the fuel consumption of the base car from 9.9L/100km to 9.5L/100km. A key impetus for this is that Ford Australia was given a $34 million Federal Government grant in 2012 and promised to hit that target.The last Falcon and Territory models, except the XR6 Turbo and XR8, will use a lighter Chinese-built ZF six-speed automatic tuned for economy. The German-made ZF high-torque gearbox, used for the two Falcon performance models, ceases later this year leaving Ford to stockpile those it needs to get through to the end of the Falcon's life. The diesel Territory sticks with its Ford developed six-speed auto. Other economy gains will be made through the introduction of tyres with less rolling resistance.There will be no extra power and torque across the Falcon range and the suspension settings will not change. Carsguide understands the Falcon's interior upgrades will be restricted to minor trim changes and graphic upgrades for the centre info screen.Limited changes will be made to the Territory, including the front end and interior. 

Isuzu restored the classic eight-tonne SBR to celebrate its amazing milestone of 25 years as the best selling truck-maker in Australia.

Renault recently sealed a huge deal to provide Australia Post with its vans, and the model chosen to replace the existing Mercedes Sprinter fleet is the new Master L1H1.L1H1... it might sound like the name of a terrible virus but it is a new Renault van that helps bridge the gap between the mid-sized Trafic van and its big brother, the Master.The L1H1 Master, which Renault refers to as the Low Roof model, follows the addition of a Master cab chassis model and a high roof van variant to the Australian Renault line-up.It is 500mm shorter than the next smallest Master and its roof is 195mm lower. The smaller footprint makes the van more agile — it has a relatively small turning circle of 12 metres.Renault says the new compact Master is aimed at urban operators making several stops per day, who need a little bit more cargo volume than a Trafic. The L1H1 has 33 per cent more cargo capacity than the long-wheelbase Trafic, which is physically longer than the new Master variant.Its cargo capacity is eight cubic metres, putting it between the 6m3 of the long wheelbase Trafic and the 10.8m3 of the medium wheelbase Master. It has a payload of 1600kg. The L1H1 has seating for three and space for two 1200mm square pallets in the back.There is just one engine, a 2.3-litre four-cylinder turbo diesel (110kW/350Nm). Renault Australia light commercial vehicle manager Lyndon Healey says the L1H1 is a city-friendly van for operators who want decent carrying capacity in a shorter vehicle."The L1H1 is almost the same length as a typical large Australian family sedan, so it can fit into metered parking spaces, a big advantage over some rivals," he says.