fleet van november 2012

FleetVanB E S T P R A C T I C E F O R B R I TA I N ’ S L I G H T VA N O P E R AT O R S November2012 fleetnews.co.uk/fleetvan £5wheresold

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Why rental companies are failing to deliver on key fleet requirements

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Unique toolbox talks drive home safety message

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Make sure your van drivers don’t break the law when towing

Ford Ranger v Isuzu D-Max v Great Wall Steed v VW Amarok. Which heads the field?

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EditorialEditor-in-chiefStephen Briers 01733 [email protected] editorSimon Harris 01733 [email protected] Associate editor Trevor GehlckenContributorsMark Cartwright, John Charles, Alasdair Suttie, Chris Lowndes (photographs)

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Contact us CONTENTS

fleetnews.co.uk/fleetvan November 2012 3

4 I Best practice: Short-term hires Rental companies fail to deliver on key requirements for fleets.

6 I Insight: Niche vehicles There can be benefits in allowing more obscure vehicles on to option lists.

11 I Risk: Technology Increasing road casualty figures put focus on accident prevention technology.

16 I Compliance: TowingShould your van be fitted with a tachograph?

20 I Environment: Rev limiters Fleet records up to 25% improvement in fuel consumption during trial.

25 I Remarketing: Internet biddingAuctions opened up to overseas buyers.

28 I Fleet case study: Babcock Training scheme targets drivers without access to computers.

31 I Fleet Van AwardsWe reveal the companies in the running for honours in our 2012 awards.

34 I Cover featureGroup test: Double cab pick-up trucksFord Ranger, Great Wall Steed, Isuzu D-Max and Volkswagen Amorak go head-to-head.

38 I First drivesIveco Daily, Nissan NV400 dropside.

NEXT ISSUE – DecemberFleet case study – LafargeHow van fleet is working towards ‘zero harm’

Spotlight – GE CapitalTop 10 contract hire and leasing company is looking to grow its van business

Risk and safety – anti-theftDevices to keep vans and drivers safe

B e n c h m a r k i n g b y t h e F T A S h o r t - t e r m h i r e s

4 November 2012 fleetnews.co.uk/fleetvan

Spot hire still to prove its worth to fleetsRental companies fail to deliver on key requirements

LBy Mark Cartwright, head of LCVs, Freight Transport Association

ast month’s Fleet Van carried an inter-esting case study from Kelly Group’s operations director, Dermot Coughlan, on the flexibility afforded by the use of spot and short-term van hires.

This got us wondering how much other busi-nesses were using similar approaches and how they felt rental providers were performing in supporting their business demands.

What proportion of the oper-ating fleet is typically provided through the rental companies?

We asked fleet managers how they would quantify this. No surprises here; almost two-thirds typified that they used “very few” (less than 2% of fleet) or “few” (between 2% and 5%). Just 7% of respondents operated more than 10% of their fleet through rentals and around a fifth either didn’t use hire vans or did so rarely to cover emergencies.

Across the board, our respondents averaged just over 3% of their fleets sourced in this way; still a sizeable number of vehicles given they operate around 20,000 vans between them.

What are operators looking for from their rental?Given that the use of spot and short-term hire is so often in response to an emergency or unex-pected demand, it is understandable that vehicle availability is the most important requirement

cited in our survey with 90% of respondents identifying this as their most critical requirement.

Paul Millard, managing director of Telford-based Secal Logistics, said: “We don’t use too many hire vehicles, but when we do need them we need to rely on the hirers being able to provide them quickly.

“We have fast-moving delivery schedules and need to meet our clients’ expectations.”

But before the rental compa-nies think they can satisfy their customers needs by simply buying more vans, the second requirement following closely behind is cost with customer service a close third.

How well do the rental compa-nies do in meeting these three high scoring requirements?Interestingly, the three areas of availability, service and cost which score so highly on the operators’ wishlists are also the

three areas with the greatest statistical gap between expectations and experiences.

For example, vehicle availability rated 90% as an expectation for the operators but, when asked to score how well their current providers did on a similar scale, the rental companies scored 80%. Similar gaps are also evident for the customer service and cost responses – certainly areas for the providers to recognise going forward.

What else could rental providers do to improve their offer?A number of respondents identified the provision of vans with trackers as a useful option.

Martin Bytner, transport manager at Kier Harlow, said: “We’d like our hire vans to have trackers fitted as standard. We manage our assets carefully and tracking capability is funda-mental for this.”

Having vehicle availability closer to their own company specifications was also a key item on several operators’ wishlists; particularly in the civil engineering and utilities sector.

Suitable vehicle racking, towbars, Chapter 8 livery and beacons were a minimum for many with the provision of more specialist kit also being welcome.

“Our engineers rely on their vans to do their job,” said John Blakeley, transport manager at Clancy Docwra. “We have more than 900 vans specified to their needs and we need the

vansprovided by our rental part-ners to be as close to that specification aspossible.”

Making the provision of vans as seamless and efficient as possible was also high on the list of “good to haves” with several operators identifying the timely collection and delivery of hire vans as a significant timesaver.

What do the rental companies make of these findings?Laura Moran, commercial vehicle director at Hertz UK, a recognised partner of FTA’s Van Excellence scheme, said: “At Hertz we recog-nise that our service is measured on supporting our van fleet customers in keeping their fleet on the road.

“The availability of a suitable vehicle in the right location is critical and we ensure that we main-tain a balanced mix of available vehicles across the network that are dedicated to supporting fleets. These include contingency vehicles that may include Chapter 8 livery and specialist equipment.

We are also working with our fleet customers to utilise our Hertz on Demand technology which provides 24/7 remote keyless access to a fleet of contingency vehicles.”

Most operators keep their use of spot and short-term hire to a minimum. In these difficult times it may be that the flexibility afforded by their use will be seen to encourage greater use, particular as the providers become more adept at meeting their requirements.

3%of respondents use spot

or short-term van hires

90%of respondents cited

vehicle availability as the most critical requirement

“We don’t use too many hire vehicles, but when we do, we need to rely on the hirers being able to produce them quickly”Paul Millard, Secal Logistics

he judges have deliberated and now we are able to reveal the shortlisted companies for the Fleet

Van Awards (see page 31).Competition was strong across

the fleet, manufacturer and supplier categories, a good indicator of the health of the van sector, despite stuttering sales.

The winners will be announced in the December issue of Fleet Van following the awards luncheon on December 5 at Altitude 360, Millbank Tower in London. But the full winners’ reviews with pictures won’t be published until our February 2013 issue due to deadlines.

Talking of stuttering sales, will we ever see a return to the 300,000-plus van sales market of pre-2008? Not likely – certainly Phil Robson, Peugeot fleet director, doesn’t believe so.

But analysis from the Fleet News Fleet200 suggests the losses have primarily happened outside of the very biggest fleets.

These 200 fleet goliaths cumulatively have grown their van numbers by 8.5% or almost 20,000 over the past 12 months.

And they have a rising number of lenders queuing up to offer funding. Leading leasing companies are looking to grow their van business.

A more competitive market for funding bodes well for van operators looking for the best deals.

Stephen Briers, editor, Fleet Van

EDITOR’S COLUMN

“Leasing companies are looking to grow van business”


T

“We need the vans provided by our rental partners to be as close

to our specification as possible”John Blakeley, Clancy Docwra

I n s i g h t N i c h e v e h i c l e s


California beachpitches up on fleets

There can be benefits in allowing more obscure vehicles on to option lists

By Trevor Gehlckenicture the scene. Your finance direc-tor’s company car is about to be renewed and he tells you that for his next vehicle, he wants a camper van.

Looking into the benefits and draw-backs of widening the company car choice list to include more obscure vehicles reveals some surprising facts.

One manufacturer making the most of this phenomenon is Volkswagen, which has been building a range of campers since the 1950s. The Transporter California Beach, pictured here, sells about 500 units a year – the leader in its class – and VW is seeing more purchases being made with company money as user-choosers become bolder in their choices.

Alastair Hemmings, VW’s national fleet manager, said: “At present it’s a small niche but an interesting one for user-choosers who want the benefits of a practical business vehicle that

also doubles up to provide lifestyle benefits – and fulfils many people’s dreams of driving a Volkswagen camper van.

“The California Beach does not have any cooking equipment fitted, so is registered as a passenger vehicle rather than a motorhome. A motorhome attracts a flat rate of road tax, but a passenger carrying vehicle is taxed on emissions, which penalises the Beach a bit – so I’ve stressed the lifestyle benefits and the savings of running one car instead of two.”

There are basically two areas which need looking at if you are to allow more unusual vehicles on to your fleet – image and costs.

The image issue is an important one. If your director turns up at a client’s premises in, say, a five-year-old tired lookng car, he could well

lose important business on this fact alone. But what image would a camper van portray?

In the case of a vehicle such as the California Beach, the answer is rather trendy and refresh-ingly different.

It manages to look upmarket and stylish, with alloy wheels and tinted glass.

In fact, you’d have to look twice to realise it was in fact a camper. And there’s more.

Both front seats swivel round backwards, so your director could use the table which folds out from the sliding door to conduct a meeting. Practical and chic.

But it isn’t exactly cheap at £34,980 + VAT – and on top of that basic price there are a list of goodies as long as your arm to customise it to individual tastes, which most buyers will want to do. But you do get a lot for your money.

Included in the standard spec list as well as the beds are alloy wheels, climate control, elec-tronic stability programme (ESP) and hill-hold assist. There are even two folding chairs stowed away in the tailgate.

The downside is the company will not be able to reclaim VAT unless it can be proved that the vehicle is being used for commercial purposes.

But the real icing on the cake is in the residual value forecasts. KeeResources predicts that after three years/60,000 miles, the California Beach will make 42% of its original value.

The California Beach is a star in the fuel economy stakes too. It has a Bluemotion badge, which means that it is an environmentally-aware model, carrying a stop-start system as standard which boosts fuel economy to 40.3mpg on the combined cycle and reduces CO2 emis-sions to 184g/km.

P

The California Beach is a star performer when it comes to residual values and fuel economy

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R i s k Te c h n o l o g y

Systems help make life safer for van driversIncreasing road casualty figures put focus on accident prevention technologyBy Trevor Gehlcken

t was national motoring journalist Jeremy Clarkson who once quipped that the best safety device that could be placed in vehicles was a large spike stuck in the steering wheel pointing towards the driver.

While obviously joking, it is true that the vehicle safety systems are no guarantee against acci-dents and serious injuries.

Although the longer-term trend has seen a reducation in accident numbers, the 2011 figures show that in 2011 3% more people were killed on UK roads than in 2010 – a total of 1,901 – while serious injuries rose by 2% to 23,122.

There is an argument that the safer vehicles become, the more risks drivers will take, believing themselves safe from harm.

However, these figures must be put in perspec-tive to highlight just how much technology has improved the lot of the van driver. In 1965, for instance – the year when the Ford Transit was first launched – there were a staggering 7,952 road accident deaths in Britain.

Many readers will remember those days – light commercial vehicles often had sliding doors that could be hooked open with a leather strap (the earliest form or air-conditioning) while seatbelts were non-existent. It wasn’t until 1968 that vehi-cles had to be mandatorily fitted with belts.

Even then it was not until 1983 that drivers

were required by law to wear them.After the introduction of the seatbelt, the biggest

technological advance for helping save lives is electronic stability control (ESC), in which a small unit located under the bonnet uses intelligent sensors to check 25 times per second whether the driver’s steering input matches the vehicle’s actual direction of travel.

If the system detects some discrepancy and identifies that the vehicle is likely to become unstable, it intervenes by reducing the engine torque in order to restore stability. If that is not sufficient, then it additionally brakes individual wheels.

ESC also incorporates the functions of the anti-lock braking system (ABS) and traction control.

The system was developed by Bosch and the company has now fitted more than 50 million units worldwide.

EU law states that all new LCV models intro-duced since November 2011 have to have ESC as standard and by October 31, 2014, all vans made will be required to have it.

Despite the fact that this system is reckoned to save 4,000 lives and 100,000 serious injuries a year across Europe, some manufacturers seem-

steadfastly averse to fitting it until compelled to.All LCVs made by Ford, Mercedes-Benz, Iveco

and Volkswagen have ESC as standard. It comes as standard on rear wheel drive versions of the Vauxhall Movano, Renault Master and Nissan NV400 but, for all other vans, it remains a paid-for option or, worse still, not available.

It’s a situation which has caused much conster-nation among safety cam-paigners. Roadsafe, for example, has urged all manufacturers to fit ESC as standard.

Roadsafe director Adrian Walsh said: “Businesses are losing £2.7 billion each year through accidents, so there are huge benefits in managing this risk. Most van fleet operators don’t believe safety is a problem and we have to get this message across that it is. One way of stop-ping accidents is by fitting ESC

and this should be fitted as standard on all vans. It saves lives and costs for the business.”

Walsh pointed out that it was not just death and injury that would be reduced if all vans had ESC. Most crashes involve damage to vehicles and if this could be limited, once again money could be saved.

He said: “Any van fleet operator

Electronic stability control could save 4,000 lives a year across Europe

“Businesses are losing

£27bn each year through

accidents”

Adrian Walsh, Roadsafe

I


with an interest in duty of care would have ESC fitted even if it cost extra, but we need it as standard so that this decision would be taken out of

the buyer’s hands. It is a fantastic innovation.”Walsh said research had shown that for every

hundred decisions an average driver makes, five are the wrong ones. While ESC won’t stop a crash if a driver loses total control, it will correct most of the wrong decisions a driver makes.

And when another driver makes a mistake, ESC can also help by allowing the innocent vehicle to swerve and avoid a collision.

Telematics systems are increasingly being inte-grated with hi-tech units to improve van safety.

For example, CMS Supatrak has just launched Ecotyre, a new product to continually monitor a vehicle’s tyre pressure.

With 5% of vehicles involved in crashes having tyre problems, either under-inflated or poorly maintained, Ecotyre has the potential to increase the safety of vehicles. In addition, tyres are the most significant contributor to vehicle mainte-nance costs, which again demonstrates the benefits that such a system offers.

Sensors are fitted to the vehicle’s tyres, meas-uring their pressure. Drivers can view the live data using an in-vehicle display unit, as well as fleet managers being able to access the data through a reporting suite.

Jason Airey, managing director of CMS SupaTrak, said: “Research has shown that under- or over-inflated tyres can affect a vehicle in many ways, including increased fuel consumption, greater carbon footprint, reduction in the life of the tyre and increased accident rate. All of these factors show just how important it is to regularly check tyre pressures.”

Telematics specialist Navman Wireless also highlighted how systems can improve van safety.

Steve Blackburn, European vice-president at Navman Wireless UK, said: “The advancement and adoption of telematics as part of a new safety ethos could lead to a dramatic drop in accidents.

“Our Smart Telematics system, for example, has been designed to provide critical real-time data about vehicle and driver performance, enabling businesses to make informed decisions that can help improve safety. Data could be used to identify at-risk driver behaviour.

“This, coupled with the right training and incen-tive programme, can be the catalyst for creating a safe driving culture. Our advanced maintenance module also provides in-depth reports outlining maintenance requirements. This helps fleet managers safeguard themselves, their business and drivers from risks such as bald tyres, low air pressure or faulty lights.”

R i s k Te c h n o l o g y

Safety technology – what it all meansElectronic stability control (ESC)ESC improves the driver’s control over the vehicle in critical situations – for example, if there is a risk of skidding. ESC compares the vehicle’s intended direction with its actual track. If there is a discrepancy between the driver’s instructions and the vehicle’s reactions, the system takes corrective action instantly, either by reducing the engine power or by selective actuation of one or more brakes. ESC combines the functions of anti-lock brakes (ABS), acceleration skid control (ASR) and brake assist (BAS), to which it also adds a stability aid.

Anti-lock braking system (ABS)ABS prevents the wheels from locking during braking. Speed sensors continuously monitor the speed of each wheel. If a wheel is on the point of locking up, the brake pressure at that wheel is immediately reduced. When the danger has been averted, the pressure is then re-applied. It allows the driver to steer the vehicle, even during emergency braking. When ABS is in operation, the driver feels a slight pulsing in the brake pedal.

Acceleration skid control (ASR)At the first sign of wheelspin, that is to say if the rotational speed of one of the drive wheels suddenly increases, ASR intervenes in the engine management system to reduce engine power and also in the brake system to prevent wheelspin. ASR ensures smooth start-off and acceleration without wheelspin or sideways drift. The result is improved traction and safety – particularly on mixed traction or slippery surfaces.

Brake assist (BAS)In tests carried out in a driving simulator, research engineers discovered that drivers do not apply the brakes vigorously enough during emergency braking. This finding led them to develop the brake assist system. From the speed at which the brake pedal is depressed, BAS is able to detect a situation where emergency braking is required. In such a situation, the system automatically increases braking power, aided by the anti-lock braking system which prevents the wheels from locking up.


Electronic stability control can correct most of the wrong decisions a driver will make

C o m p l i a n c e To w i n g

Should your 3.5t van be fitted with a tachograph?Why using a light commercial vehicle to tow could mean you are breaking the lawBy Trevor Gehlcken

f there is one area of van fleet management that causes more confusion than any other, it must be that of towing and the law.

The rules are relatively simple, but it seems that many operators are either ignorant or

wilfully dismissive of the law regarding tacho-graphs and who is allowed to drive vehicles with trailers. This is a surprising fact bearing in mind the legal consequences in the event of a crash.

Next time you walk past a 3.5-tonne GVW van with a trailer, see if there’s a tachograph fitted.

The chances are the dashboard will be bare – and in that case the van you are looking at is more than likely breaking the law. It is reckoned that of all the vans on UK roads with towbars fitted, less than 1% have a tachograph.

Exceptions to the ruleThe law states that the weight of the trailer must be added to the gross vehicle weight of the van. So if the van has a GVW of 3.5 tonnes and it’s towing a two-tonne trailer, the vehicle effectively weighs 5.5 tonnes and must have a tachograph – and you’ll need an O-licence to operate it too.

There are exceptions to this rule and the main two that may apply to Fleet Van readers are:n If the vehicle is not being used for hire and reward n If the vehicle doesn’t travel more than 50km (33 miles) from its base.

Van fleet operators could also fall foul of the law if they don’t adequately check drivers’ licences too.

Staff who passed their tests before January 1, 1997, will be allowed to drive vehicles up to 7.5 tonnes gvw on their ordinary licences, but those who passed after that date are limited to 3.5 tonnes. Therefore, if a 3.5-tonne van has a trailer fitted, it will go over that limit and the younger person won’t be entitled to drive.

The regulations stipulating which drivers are qualified to tow trailers were amended in 1997 so that anyone who passed their driving test since requires a Category B or BE entitlement. Changes to the rules from January 13, 2013, will further restrict the weight that drivers qualified after 1997 can tow without a separate qualification.

“The towbar is a safety-

critical piece of

equipment”

Witter spokesman

I

Towing tipsBefore the start of any journey, drivers should ensure that:n The load is distributed evenlyn The trailer is not overloadedn The load is securen The lights are working correctlyn The seven or 13 core cable and plug is undamagedn A breakaway cable or secondary coupling is used. Make sure this is undamaged and correctly connected n The tyre pressures are correct and the tyres are undamaged and the tread depth is legaln The wheel nuts/bolts are tightened to the correct torque (remember to also check the towing vehicle)n The trailer is correctly coupled to the towball or pin n The coupling height is correctn The trailer has secure mudguards

On the road:n Always keep within the legal speed limits, your capabilities and the road and weather conditions at the timen If the trailer starts to snake or swerve, ease off the accelerator and reduce speed gently. This is an indication that you are going too fast or the traileris incorrectly loaded.n Do not brake harshly on a bend as this will make the trailer unstable. Reduce speed in plenty of time when approaching any hazard

Source: The AA


Less than 1% of vans on UK roads with towbars are fitted with a tachograph

A specific category BE qualification will be needed to tow a trailer weighing in excess of 750kg when the combined vehicle and trailer weight come to more than 3.5 tonnes. Drivers will need to pass a separate test for this.

To tow a trailer weighing more than 3,500kg with a car or small vehicle (Category B), drivers need to pass a test for category C1E.

The situation is unchanged for drivers who obtained their licence before January 1, 1997.

Their entitlement to tow trailers up to a gross vehicle weight of 8.25 tonnes, and a minibus with trailer over 750kg, is retained until the expiry of their licence.

Choose good quality equipmentWitter is one of the major towbar suppliers in the UK and a spokesman stressed the need for fleet operators to choose good quality equipment. He said: “The towbar is now

recognised as a safety-critical piece of equipment and its design and strength are now closely controlled by European legislation. Although towing capacities can vary between models, Witter always designs and tests towbars to the worst case conditions.”

Witter towbars are subjected to a two million cycle fatigue test before sale. The test can take anything from two to five days, during which the towbar is repeatedly loaded with the maximum it will endure.

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E n v i r o n m e n t R e v l i m i t e r s

By Alisdair Suttieny van operator would welcome a 25% increase in fuel economy, especially if there was a low-cost way of achieving the improvement. The solution comes in the form of rev limiters that allow

normal use of a van, but restrict its engine revs and, consequently, its maximum speed.

A trial by Autokontrol, one of the UK’s leading suppliers of aftermarket limiters, showed a 24.7% improvement in economy, corresponding to a similar reduction in CO2 emissions.

One utility company in north-west England fitted limiters to 19 vehicles, including Ford Transit, Land Rover Defender, Toyota Hilux and Vauxhall Movano.

The average improvement to economy across the range of vehicles was 4.42mpg to give an average consumption of 22.31mpg. The company has now ordered rev limiters for its entire fleet.

Gerry Leggat, product manager of Autokontrol, said:”This trial ran for six months and we saw improvements of as much as 13mpg for some vehicles. Even with vehicles that already had a factory-fitted speed limiter, we witnessed worth-while economy gains.”

The cost of fitting an aftermarket limiter can be spread even further than its use on the original vehicle. Leggat says: “A rev limiter is simple to

install, which means very little downtime for the vehicle, and the approximate £300 plus VAT cost is easily returned in fuel savings. The limiter can be removed from the original vehicle and fitted to a replacement van for around £90.”

The amount of fuel saved using a rev limiter worked out at 5mpg for a Ford Transit 350 medium wheelbase, lifting it to 22mpg.

This van would cost £23,734 in fuel at current prices over a typical 36-month/60,000-mile period with no rev limiter. Fit the limiter and the fuel bill drops to £18,340, saving £5,394.

Richard Wiggins, head of tech-nical fleet for Royal Mail, has fitted speed limiters on all the fleet and rev limiters on urbam-based vans.

“We recognised our light fleet was capable of performance that exceeded our needs, so we adopted a policy of fitting limiters prior to the vehicle entering service,” he said.

“Every LCV we purchase is limited to 70mph, as well as coming with reversing sensors and seat-belt warning devices. We have seen a small benefit in fuel economy, but just as importantly it has helped set a standard for driver behaviour.”

He added: “If purchased as an option on a new vehicle, the costs is commercially viable across the life of the asset for Royal Mail. For retrospec-tive fitting of a rev limiter, it should be undertaken as part of a scheduled service visit and is a small

job for most vehicles without attracting vehicle downtime.”

Factory-fitted limiters cannot be removed or swapped, which can have an effect on the van’s resale value. Many fleets have limiters as standard, but not all buyers want rev or speed restrictions.

This is where a transferable rev limiting unit can offer a van oper-ator the best of both worlds. It also allows the owner to fulfil their duty of care to the driver by ensuring the vehicle cannot exceed the national speed limit or legal

maximum for that vehicle.Most speed limiters work by taking a signal

from the speedometer, measuring its frequency and then preventing the signal from going beyond this frequency. A rev limiter works in a similar fashion, but it intercepts the signal from the throttle pedal to the rev counter and then passes it on to

Rev limiters lift fleets’ fuel economy

Up to 25% improvement recorded in fleet’s mpg and CO2 output during trial

A“Every LCV we

purchase is limited

to 70mph”Richard Wiggins,

Royal Mail


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the engine’s ECU (electronic control unit) to restrict engine revs to a pre-set maximum.

It does not interfere with the original maker’s ECU or electronics, so there is no issue with the vehicle’s warranty.

Autokontrol’s Gerry Leggat said: “As it only adjusts the information sent to the ECU, many vehicle makers and their service departments regard a limiter as extra protection for the vehicle.”

Some insurers might be wary of an aftermarket device being fitted, but Leggat says that most insurance companies quickly come round to the idea when they see the reduced number of claims.

A spokesman for the Association of British Insurers said: “Any rev limiter that is fully approved and properly installed should not attract an increased premium as the insurance industry recognises the likely improved safety.”

There is also no room for the driver to switch off the limiter or tamper with it, as the rev-limiter is fixed behind the dash of the vehicle.

When considering whether a speed- or rev-limiter is best suited to your needs, the type of use is the major deciding factor. If your van spends a large amount of time on the motorway, a speed limiter is possibly the best solution as it offers a pre-set maximum speed.

For vehicles that spend more time in town or on a variety of different roads, a rev limiter could be a shrewder choice.

Leggat said: “We set the rev limit at the point of maximum torque, so there is no performance

loss. However, the driver cannot work the engine beyond this into a wasteful rev range. Most drivers quickly learn to drive accordingly and change up through the gears earlier. This has advantages for fuel economy, but also for vehicle

longevity, reliability and better driving standards.”Wiggins agreed: “Limiting maximum speed has

had no negative impact on our drivers and is now

a firm part of our fleet policy. This also includes a pre-driving assessment for new drivers, driver risk assessment, vehicle safety specifications being a mandatory part of contract specifications and Royal Mail’s Zero Accident Programme.”

The cost savings offered by rev limiters are clear, and not just for large fleets such as the Royal Mail’s. Every van operator can benefit from using one of these devices, with fuel savings of 25% easily achievable for a small initial outlay, and it also has the added advantage of helping to protect the driver’s licence.

4.4mpgAverage improvement in

fuel economy during utility company’s rev limiter trial


E n v i r o n m e n t R e v l i m i t e r s

Rev and speed limiters can help raise driving standards

Winner ofFleet News

Team Customer Service Award

2011

Putting together your perfect fl eet.

Whether you have a few vehicles or a thousand, we’re here to help.

For the challenges of managing company vehicles, it’s reassuring to have the right partner at your side – someone who can support you day-to-day, as well as helping you deal with what’s around the next corner.

That partner is Lex Autolease. As the UK’s leading vehicle management company, our unrivalled suite of products and services can be fully tailored to deliver one thing for you – your perfect fl eet.

To fi nd out how we can help you build your perfect fl eet, please get in touch.

Call: 0845 769 7381Email: [email protected]: lexautolease.co.uk

Europe’s No.1 vehicle remarketing companylog on to www.british-car-auctions.co.uk or call 0844 875 3480

Values still rising as stock shortages continue in LCV sector

Advertisement feature

According to BCA’s latest Pulse Report, average used LCV values improved in October by £223 (5.2%)

to £4,447, with year-on-year figures ahead by £144 or 3.3%. Average age fell slightly to just under 58 months while average mileage increased to nearly 79,000.

Price performance was strong across the board, with average values reaching record levels in the fleet/lease sector. Performance against CAP average improved over the month by a point to 101.8%.

Year-on-year, October 2012 was £146 (3.4%) ahead of the same month in 2011, with both average age and average mileage increasing over the period.

Duncan Ward, BCA’s general manager – commercial vehicles, commented: “October has been a relatively strong month for LCV sales and average values improved compared to September. Real and ‘virtual’ footfall at LCV sales has increased significantly and the ongoing shortage of retail quality stock is keeping values very firm indeed.

“Any vehicle in clean condition will attract the buyers’ attention, including older, higher mileage vehicles if they are well presented. As a direct consequence, values continue to rise for dealer P/X stock, where average CAP performance is actually higher than the corporate sector. As in previous months,

any late year, low mileage LCVs will create a wave of interest. Buyers will compete strongly for any vehicle with an unusual specification or modification such as crew cab vans, cherry pickers, tippers and dropsides and we are now seeing the upswing in demand for LWB panel vans, Lutons and fridge vans ahead of the Christmas period. Much of the seasonal volume uplift from corporate fleet sources has now been and gone and trade buyers have to look further afield to secure the stock they need. As a result, BCA’s Live Online and Bid Now/Buy Now internet platforms are seeing plenty of activity.”

Fleet and leaseMonthly values in the fleet & lease LCV

“The ongoing shortage of retail quality stock is keeping values firm”Duncan Ward, BCA

Source: BCA

Sep

Oct

Nov

Dec Jan

Feb

Mar

Apl

May Ju

n Jul

Aug Se

p

Oct

Nov

Dec Jan

Feb

Mar

Apl

May

June July

Aug Se

p

Oct

£5,000

£4,000

£3,000

£2,000

Average used LCV values 2010-2012

sector improved by £199 (3.2%) to £5,201 in October, the highest average monthly value ever recorded for corporate LCV stock. Performance against CAP increased by one and half points to 101.5%.

Retained value against manufacturer recommended price also improved by a point to 32.6%, with average age and mileage increasing slightly. October 2012 was £90 (1.7%) ahead of the same month last year – with average age and mileage rising.

Part exchangeThere was a similarly strong picture in the part-exchange sector, where values remained just below the record levels established in September, falling by just £4 over the month to £2,970.

CAP comparisons improved marginally to 102.7% and continue to outperform the fleet & lease sector. Year-on-year values remain well ahead by £173 or 6.2%, with age and mileage rising in 2012.

Nearly-newNearly-new values improved for the second month running to reach £13,581, the highest value recorded since January this year. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor. CAP performance fell slightly to 102.5%.

Any vehicle in clean condition will attract the buyers’ attention


R e m a r k e t i n g I n t e r n e t b i d d i n g

By Trevor Gehlckenhe internet has changed the lives of most working people beyond recogni-tion in the past 20 years – and it has certainly altered the way used vans are sold.

Eager buyers standing in the auction halls munching on bacon rolls and sipping hot tea are now facing worldwide competition as they bid for vehicles – and it’s a situation that is paying divi-dends for sellers as more people are being attracted to buy used LCVs via this route.

Just how important internet bidding is at auction was highlighted after the Japanese tsunami in March 2011. Used vehicles are worth very little in Japan so, traditionally, cars and vans have been shipped off to Australia and New Zealand at two or three years old to be sold on for better money.

When the tsunami struck, this source dried up suddenly and Australasian buyers hit the internet and began bidding in the UK, much to the surprise and consternation of the auction hall buyers who now faced added and unwanted competition, but to the delight of UK sellers and auction houses.

Half of vans attract online bidsJames Davies, director of commercial vehicles at Manheim Auctions, says: “We have buyers from Australia, New Zealand, Malaysia and Africa signed up to our Simulcast online bidding system.

“It is so successful that now half of the vans sold have had an online bid submitted for them and 20% are sold like this. It’s strange to think that someone who puts his hand up to bid at Colchester may have a bid made against him from the other side of the world. It has surprised us, but we are happy to take this business and are even helping get the vehicles shipped abroad afterwards.”

He adds: “We believe our Van Check system, where we guarantee the quality of vehicles, has given traders the confidence to buy without seeing the vehicles. However, we do have problems.

“We occasionally get traders phoning up to say things like ‘whoops, the cat just walked across my keyboard and accidentally bid for a van’, but I’m afraid that as with any auction, when the hammer falls, a legally-binding sale has been made.”

One of the reasons for the rise in internet bidding is the continuing shortage of good used stock. As used vans in good condition continue to be a scarcity, buyers are being forced to look further afield – and they don’t want to traverse the length and breadth of the country in person.

Duncan Ward, general manager, commercial vehicles at BCA, says: “Online channels are increasingly important for both buyers and sellers of commercial vehicles, with the continued shortage of good retail quality used vans being a

Internet opens auctions up to overseas buyersBids come from around the world as online sales continues to increase

T

major factor in the growth of internet remarketing volumes. Trade buyers have to look further afield to secure the stock they need and BCA’s Live Online and Bid Now/Buy Now internet platforms are seeing plenty of activity.

“From the vendor’s viewpoint, online and phys-ical sales work perfectly in harmony with each other, literally in the case of Live Online.

“Online channels play a complementary role in the broader remarketing remit, offering alter-native or discrete selling channels to the tradi-tional route.”

Online LCV sales growing rapidlySales of light commercials through BCA’s Live Online channel accounted for more than 25% of the total LCV sales last year, compared to 20% in 2010 and just 5% in 2009. Live Online allows trade buyers to bid for vehicles on their laptop or PC against buyers in the auction hall in real-time.

BCA has also launched regular LCV sections via its daily Bid Now, Buy Now and e-auction online channels, meaning buyers have access to constantly refreshed commercial stock around the clock.

Ward adds: “We have some buyers who buy almost exclusively

Online and physical sales work in perfect harmony

“We have buyers from Australia and New Zealand”James Davies, Manheim Auctions

online, particularly when they are searching for more specialist commercial vehicles. If current levels of online activity are main-

tained, the number of LCVs sold online at BCA could well represent a third of the total volume this year.”

BCA analysis shows that the highest percentage of commercial vehicles sold online is the double-cab pick-up and stationwagon sector, with more than a third being purchased by Live Online buyers. But there is interest across the broad range of body shapes and specifications, with around a fifth of all car-sized vans, panel vans, crew vans, tippers and dropsides and a quarter of lutons and minibuses selling online at BCA.

In the metalWard says: “While the age of the vehicle is no barrier to internet bidding, condition becomes more important in the online arena. It is important to provide buyers with detailed images and comprehensive descriptions, as well as univer-sally understood grading information.”

But while online channels are growing in impor-tance, the value of a widespread national auction infrastructure should not be underestimated.

Many professional buyers will continue to go to the auction hall because they prefer to see the vehicles ‘in the metal’ which is entirely under-standable when buying often hard-worked commercial vehicles. For corporate sellers, the ability to de-fleet vehicles into the nearest appro-priate auction centre to begin the remarketing process is an important part of the service, clearing the decks for the replacement vehicles coming on to their fleet.

And it is not only the big auction houses which are making use of internet bidding. Shoreham Vehicle Auctions reckons internet usage is as important as its physical auction, with the two dependent on each other.

In fact, vehicles are more likely to be sold if sellers have used SVA’s internet presence in the days before the auction. At least six images and accurate descriptions should be made available for viewing three to four days before an auction and this quite often increases the likelihood of a vehicle being sold first time.

Advanced information enables buyers to do

their homework while also having time to ask any questions about the vehicles.

Combination of mediaA recent truck auction featuring 25 vehicles saw 80% sold online. The increase in online sales is a reflection of the confidence in online bidding that has grown among vendors and buyers.

SVA is seeing buyers use a combination of media. For example, by using telephone and internet research and bidding, many buyers are now buying at the smaller auctions which, due to geographical constraints, they would not be able to attend in person. Internet bidding has expanded the buyer base considerably.

SVA managing director Alex Wright says: “We are building strong relationships with internet buyers based on trust. These buyers are enjoying dealing with smaller auction houses as we can sort any issues quickly and efficiently.

Being able to virtually ‘attend’ smaller auctions like ours extends our buyer base and provides buyers with access to more stock. We expect this trend to continue.”

The internet has also seen the launch of companies such as Auto-rola, which are increasingly taking business from some of the tradi-tional auction houses.

The firm reports growing demand for its branded site service, whereby clients are provided with their own remarketing website which runs off Auto-rola’s platform. The first site to launch was devel-oped for commercial vehicle disposal specialist XBG Fleet, which is now able to offer its range of ex-fleet LCV stock online as well as at the physical auction.

Dave Woods, director of XBG Fleet, said: “It will take some of the volume away from physical auction, but I think this is a good thing as when a large fleet operator offloads 100 identical vans simultaneously, they will be spread through online and physical channels. Spreading the volume should mean we see better prices and open up stock to new buyers.”

He adds: “Our new partnership with Autorola allows us to offer stock to our buyers 24/7 and if someone wants to source a vehicle for a customer out of normal business hours or at weekends, we have got this covered.”

Autorola is also pioneering a service to vendors for vans struggling to sell at physical auction. Vans are photographed at the auction and uploaded on to the Autorola platform, opening them up to thousands of new buyers.

Autorola’s business develop-ment manager Jon Mitchell says: “When the internet auctions were in their infancy, online was very much an alternative or last resort, but now it’s often the first choice and at the very least an integral part of an overall remarketing strategy. The success of internet bidding has almost become self-fulfilling – as buyers recognised an increasing amount of stock was finding its way on to the online platform, they increased their own usage which in turn has attracted

high quality vehicles. “Key to the success of the internet auction is

attracting good quality stock and high calibre buyers which makes trustworthy processes and services imperative.

“Internet bidding is as much about the activity back-of-house as it is about the online product.”

“Many professional buyers prefer to see the vehicle in the metal”Duncan Ward, BCA

About of fifth of all car-sized vans at

auction are sold online

The internet has extended auctions’ buying base

80%of the 25 trucks at a recent

auction were sold online

25%of BCA’s total LCV

sales were made through its Live Online channel

last year


R e m a r k e t i n g I n t e r n e t b i d d i n g

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By John Charles any businesses employ light commercial vehicle drivers located around the country who don’t have access to computers. It can make implementing any type of occupational road driving programme difficult.

But one business with 800 van drivers working out of 65 loca-tions nationwide has overcome the hurdle by adopting a seemingly unique approach through toolbox talks using a series of five- to seven-minute videos in which its own drivers star and key safety issues are highlighted.

Working in partnership with Drive Smarter, a specialist training solutions provider, Babcock Infrastructure, a division of the leading engineering support services organisation, has launched its new safer driving programme as part of its Home Safe Every Day philosophy.

The programme has four themed toolbox talks delivered quarterly over 12 months concluding in the first half of 2013. Each toolbox talk lasts 20-30 minutes and is composed of a five to seven minute video and a discussion based on the video. It concludes with a 10-question multiple choice quiz.

The themes of the specially-shot four videos, which feature Babcock drivers and vehicles with an introduction by a director or senior manager, are:n Slow speed manoeuvring and reversing The majority of the unit’s

incidents are classed as ‘avoidable low speed and reversing’ resulting in particular in bumper and wing damage. Reducing such incidents will cut repair costs, vehicle downtime and replacement vehicle hire charges.n The rules of the road Highlighting key aspects of the Highway Code as well as Babcock’s own driving procedures such as a ban on mobile phone use.n Hazards and distractions Drivers encounter three types of hazards when driving: physical road features such as junctions and bends; the position and movement of other road users; and weather conditions. Good observation gives drivers more time to react to potential hazards. The video also focuses on driver fatigue and distractions.n COAST The concept focuses on Care, Observation and Anticipation giving Space and Time when driving. Babcock says a good driver will be observant, will anticipate and will be ‘a true ambassador for the company’.

Angus Beveridge, assurance director at Babcock Infrastructure, says in the introduction to the first video: “The safer driving programme is a key compo-nent in making sure that everyone goes home safe every day.

“We were keen to build in plenty of opportunity for open discussion and debate, rather than creating something and telling everyone, ‘this is how it’s going to be’. The opportunity to share personal experiences is likely to be just as important a part of the programme as the more formal components.”

M

TOOLBOX TALKS DRIVE SAFETY MESSAGE

Babcock’s training scheme targets drivers without access to computers


F l e e t c a s e s t u d y B a b c o c k


Fact FileCompany: BabcockDivisional transport manager: Ian PinkneyLCV fleet size: 806LCV brands on fleets: Fiat Doblo, Scudo, Fiorino; Mercedes-Benz SprinterAnnual mileage per van: fewer than 6,000

“I can see the approach that Babcock is taking growing in popularity”

Andy Turner, Drive Smarter

Drive Smarter began working with Babcock five years ago. An online driver training programme was delivered to both Babcock Nuclear and subse-quently 100 ‘grey fleet’ car drivers within Babcock Infrastructure.

A further quarterly e-learning refresher programme for 100 company car drivers in the unit travelling more than 25,000 business miles a year has also recently been introduced.

Ian Pinkney, divisional transport manager for Babcock Infrastructure, says: “Getting the safe driving message out to 800 tradesmen who were not PC users and were spread across 65 locations required a new approach.”

The company’s fleet of 800 light commercial vehicles – Fiat Doblo, Scudo and Fiorino and Mercedes-Benz Sprinters – are driven by skilled tradesman undertaking maintenance work on Ministry of Defence sites across the UK.

Although vehicles are averaging fewer than 6,000 miles a year, including home-to-work journeys, the fleet has doubled in size in the past three years due to contract wins and Pinkney says: “We were concerned that our incident rate was rising and we decided that toolbox talks were the right approach.”

In 2010/11, 50 mainly low-speed and reversing incidents had been reported costing more than £25,000 in excess insurance payments alone. In 2011/12 the number of incidents increased to 75.

The films take into account Babcock’s own safe driving policy, Drive

Smarter’s experience and the expertise of Professor Steve Stradling, Professor of Transport Psychology at Edinburgh Napier University and attached to the University’s Transport Research Institute.

Pinkney says: “When you have a body of men you have to engage them and we have found that toolbox talks do that. The interaction during them is good and the talks are part of their working day. These talks are raising the profile of company vehicles and I believe they are the way forward.”

Sustainable safe driving Two weeks before attending a toolbox talk, the driver receives a newsletter highlighting issues that will be raised during the video, discussion and quiz.

After drivers attending one of the site-based toolbox talks have watched the video, a site or area manager moderates a discussion that encourages participants to give their feedback on the company-wide process of improving driver safety. A ‘cue sheet’ based on the video further helps the discussion with the aim of creating an ongoing sustainable safe driving programme.

Pinkney says: “There is an emotional attachment to driving, so the discus-sions have proved to be very interactive. It is a subject that everyone has a view on and wants to get involved with. The response has been very positive.”

Finally, the toolbox talk is completed with a quiz based on the video with the results analysed by Drive Smarter and inputted for access by Babcock for report compilation.

Pinkney says: “The quiz data provides an audit trail for Babcock. The ques-tions are not set to catch drivers out, but they will show trends. We would expect drivers to correctly answer at least seven of the 10 questions. However, if deficiencies are highlighted we will recommend further training. To date we have not had any drivers that have not scored well.”

Six to nine months into the programme and Drive Smarter will re-analyse the unit’s insurance records to see if the number, cost and severity of inci-dents has declined. It will also survey each of the sites to find out first hand from drivers the effectiveness of the initiative.

Once the toolbox talks are completed, Babcock Infrastructure is hoping for a 10-15% incident reduction over the following two to three years with, significantly, the cost savings more than funding the programme.

Pinkney says: “The programme is not a one-off. When this four-module phase concludes in 2013, there must be follow-ups to ensure sustainability. What comes next will be determined by insurance data and the survey.”

Andy Turner, managing director of Drive Smarter, adds “Using Babcock vehicles and drivers in the videos was extremely important because it has proved to be a very effective way of engaging the workforce. In addition, a video introduction from a director or senior manager means there is top-level buy-in to the safe driving approach adopted by the company.

“It is very impressive to see a company such as Babcock invest so much in safe driving. It is not just a box-ticking exercise for the company; it is something the directors and senior management are passionate about.

“The approach that the Babcock Infrastructure has taken is unusual and we believe unique, but we must make sure that it is cost effective.”

And, he says: “I can see the approach that Babcock is taking growing in popularity, particularly for van drivers who tend to be permanently mobile without computer access. Additionally, the Babcock drivers are attending toolbox talks in a group environment which is a good forum for learning.”

The programme, launched in early summer, has already been deemed such a success that Drive Smarter is now discussing with Babcock Infra-structure in Germany the possibility of introducing a similar initiative. It would involve about 200 van drivers with the films remade in German.

Angus Beveridge: ‘safer driving programme is a key component’

Ian Pinkney: ‘the interaction during talks on road safety is good’

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F l e e t V a n A w a r d s D e c e m b e r 5 , A l t i t u d e 3 6 0 , L o n d o n

Shortlist announcedWith the Fleet Van Awards edging ever nearer, we reveal the companies in the running for honours


Fleet categoriesDriver Management Initiativen Iron Mountainn Rhodar

Innovation in Fleet Safetyn Balfour Beattyn Gateshead Counciln Rhodar

Small Public Sector Fleetn Gateshead Counciln NHS Blood & Transplantn Walsall Housing Groupn Wakefield and District Housing

Large Public Sector FleetNo shortlist, winner only

Small Private Sector FleetNo shortlist, winner only

Large Private Sector Fleetn Andrew Pagen DPDn E.Onn Enterprisen J Murphy & Sons

Fleet Safety Champion of the Year (public)n Gateshead Counciln NHS Blood & Transplantn South Central Ambulance Servicen Walsall Housing Groupn Wakefield & District Housing

Fleet Safety Champion of the Year (private) n Andrew Pagen DPDn E.Onn Enterprisen Iron Mountainn J Murphy & Sonsn MITIE Group

City Van of the Yearn Citroën Nemon Fiat Fiorinon Ford Fiesta Vann Peugeot Bippern Vauxhall Corsavan

Small Van of the Yearn Citroën Berlingon Fiat Doblo Cargon Nissan NV200n Peugeot Partnern Renault Kangoon Vauxhall Combon Volkswagen Caddy

Medium Panel Van of the Yearn Mercedes-Benz Viton Renault Traficn Vauxhall Vivaron Volkswagen Transporter

Large Panel Van of the Yearn Ford Transit RWDn Mercedes-Benz Sprintern Nissan NV400n Renault Mastern Vauxhall Movanon Volkswagen Crafter

Pick-up Truck of the Yearn Ford Rangern Isuzu D-Maxn Mitsubishi L200n Nissan Navaran Toyota Hilux

Commercial Vehicle of the Yearn Fiat Fiorinon Ford Rangern Mercedes-Benz Sprintern Volkswagen Caddyn Volkswagen Transporter

Green Van Manufacturerof the Yearn Fiatn Fordn Vauxhall

Fleet Van Manufacturer of the Yearn Citroënn Fiatn Fordn Mercedes-Benzn Renaultn Volkswagen Commercial Vehicles

Supplier categoriesSafety Initiative of the Yearn ASL for ASL Visionn FMG for Ingenium Dynamicsn GreenRoad for Driver Improve-ment Loop

Van Rental Company of the Yearn Burnt Treen Europcarn SHB

Van Fleet Management Company of the Yearn Arvaln BT Fleetn GE Capital Fleet Servicen Hitachi Capitaln LeasePlann Ogilvie

Supplier of the Yearn ATS Euromastern Kwik-Fitn Nexus Vehicle Management

FINALISTS

Sponsored by

For more details contact Kate Howard on 01733 468146 or email [email protected]

Van categories

Let BT Fleet drive down your vehicle costs

Advertisement feature

Underutilised vehicles cost fleet operators throughout the UK millions of pounds each year.

BT Fleet believes it has the solution to turn the tables – putting a stop on unnecessary capital investment, through the implementation of its comprehensive fleet utilisation programme.

Getting into the specifics, BT Fleet has developed a diverse series of tests to identify vehicles that are underutilised. These have delivered impressive results for BT Group.

The tests focus on a complete examination of a fleet’s profile, from analysis of telematics data through to identification and optimisation of each vehicle’s specific usage patterns, SMR spend and fuel consumption.

Openreach, BT Group’s communication network support and maintenance provider can pay testament to the benefits that BT Fleet’s vehicle utilisation product can bring:

“BT Fleet’s vehicle utilisation analysis has delivered huge savings in efficiency of around £8-10 million in rental costs alone for Openreach” Duncan Webb, Openreach’s Fleet Director

BT Fleet’s vehicle utilisation programme enabled Openreach to remove 2,000 underutilised vehicles from service. It also paved the way for existing vehicles to be

Maximise the working capacity of your fleet vehicles and increase productivity

refurbished and put back into use by Openreach’s engineers, delivering savings of more than £20m, in what would have been wasted capital expenditure spent on new vehicles.

Openreach is currently aiming to reduce its fleet by a further 800 vehicles in the coming year, based on the success of the BT Fleet programme.

And what of those external customers outside of the BT Group? Well, let’s take the UK’s leading breakdown and recovery services provider, the AA.

The AA’s fleet of 2,800 vans and 280 recovery trucks is relied on by millions of people and their cumulative 3.5 million breakdowns each year. It is crucial, therefore, that BT Fleet’s vehicle utilisation programme should be implemented with minimal disruption to business operations.

BT Fleet’s vehicle utilisation programme was tailored to work with the AA on vehicle specification, a preventative maintenance schedule and planned vehicle maintenance scheduling.

BT Fleet’s approach focused on regular technical review meetings with vehicle and equipment manufacturers to address quality issues. In addition BT Fleet made recommendations to introduce eight-weekly servicing, concentrating on some of the core vehicle problems such as brake pad wear and tear.

A planned maintenance programme

delivers efficiencies by facilitating advanced bookings for servicing and MoT preparation, including the creation of a flexible booking system to accommodate work volumes and driver availability.

In summary, it is clear that BT Fleet’s vehicle utilisation product has some impressive credentials, supported not only by the notable savings figures mentioned, but by BT Fleet’s customers themselves:

“Our vehicle availability has never been so good and the service delivery to ensure vehicles are available around bank holiday peak periods has been exceptional” Steve Sharpe, Head of Recovery and Fleet Operations, AA.

Now armed with a proven level of success, BT Fleet is firmly focused on helping its other customers follow suit.

Contact BT Fleet today to find out how their vehicle utilisation product could help to cut down on your organisation’s fleet expenditure, both now and for the long-term.

Stand out figures:n Reduced downtime by 75%n Reduced fleet management costs by £294,000 PAn Service times cut from eight hours to two hoursn Saved £20m in avoided capital expendituren Saved £8m in rental vehicle costs

G r o u p t e s t D o u b l e - c a b p i c k - u p s

The contenders

Premium pick-ups pitched against budget – who wins?Putting the latest double-cabs to the test produces some surprising results


By Trevor Gehlckenhe 4x4 double-cab truck sector has evolved at an amazing rate in the past 10 years or so. Look back to 2002 and you’ll see a world of vehicles that were slow (100bhp on average), noisy and

quite unrefined.In that year a momentous event

occurred – the Government decided to class 4x4 trucks as commercial vehicles for the first time, allowing fleets to claim back VAT on their purchases as long as they offered a one-tonne payload.

At the time, benefit-in-kind tax on vans was minimal and a whole host of accountants, estate agents and solicitors started opting for these vehicles as company cars to save cash. In return, the manu-facturers obliged them by speccing up their offer-ings with alloy wheels, leather seats and air-con, as well as increasing horsepower and refining ride and handling capabilities.

In the past year or so, we have seen new vehi-cles being launched, such as the Volkswagen Amarok and Ford Ranger, which take the sector to ever more dizzying heights in terms of looks, refinement and off-road capabilities. The latest newcomer is the new Isuzu D-Max which we tested in the June edition of Fleet Van.

However, the 4x4 sector is about to veer off in

yet another direction with the arrival of Chinese manufacturer Great Wall. The Steed pick-up debuted at this year’s CV Show and is being pitched head-to-head against the opposition, but with red-hot pricing that no fleet manager can ignore.

But can this new vehicle cut the mustard against the established contenders? Ever looking for new challenges, Fleet Van presents here its first-ever four-way shootout – between the Amarok, Ranger, Steed and D-Max – to assess which vehicle best suits today’s modern van fleet.

We look at a variety of crucial areas of fleet interest. And. as it turns out, all is not what it at first

seems...

Look and feelWhen it comes to looks, the Steed is way up there with the others in isolation. It has a chunky, macho look, complete with shiny silver metallic paint and chrome foot rails. But park it alongside the new Ranger and it’s a lower, less-imposing vehicle.

It also doesn’t feel as well built as the other three contenders.

Doors don’t quite snick shut as well as they do on the Amarok and Ranger and the panels don’t feel as thick as with the others.

The Amarok looks a tad ordinary against the

Volkswagen Amarok Startline 4Motion We eschewed the top spec models for the more fleet-like Amarok Startline 4Motion. This double-cab is the lowest spec and the 2.0-litre common rail turbodiesel powerplant pumps out 122bhp.

TGreat Wall Steed SE The Steed is offered only as a double-cab in both S and SE guises. Both are powered by a 2.0-litre common rail turbodiesel unit pumping out 143bhp. Surprisingly this engine only meets Euro4 emissions standards.

Isuzu D-Max Yukon The D-Max is the newest contender here and Isuzu has made no bones about the fact that it wants to lead this sector in sales. The model on test here is the 163bhp Yukon, which is the second of four spec levels.

Ford Ranger Limited The model here is the mid-range Limited variant with 150bhp. The new Ranger comes in regular, super and double-cab formats and power comes from either a 2.2-litre diesel with 125bhp or 150bhp or a 3.2-litre unit wih 200bhp.

“Despite its bargain price the Steed has

a very upmarket

feel”

Steed offers a chunky,

macho look

newer opposition. However, any shortcomings in the sartorial department are adequately made up for in excellent build quality. All the panels fit nicely and doors close with a satisfying clunk.

The new Ranger simply screams style and is the best looking of the four. It sits higher than the rivals too, giving a commanding view of the road ahead. It also seems chunkier, with that hewn-from-rock feel.

The D-Max feels pretty chunky and well-built too, although not quite up to the Amarok’s German solidity.

In the cabDespite its bargain basement price, the Steed has a very upmarket feel to its interior. Leather seats are standard on both S and SE variants, while the dash is all silver and black as is de rigueur nowa-days. There’s plenty of room for both front and rear passengers and the seats are big and comfortable with plenty of sideways support.

Our test model came with a black roof lining which gave the vehicle a rather gloomy look. We were not impressed, either, with the stereo, which is one of those fiddly little items with knobs and switches the size of pinheads, making it virtually impossible to adjust without the aid of a magni-fying glass.

The Amarok’s cab is about what you’d expect from a German manufacturer – very little fuss and style, but immensely practical and very well built. The seats are big and chunky and have lots of built-in lumbar support, which encourages the driver to sit in the correct position for long-term comfort.

There are no carpets on the floor, but as this vehicle is built for work rather than play, that’s good thing as floors can be sloshed out with soap and water after use.

If the Ranger looks stylish outside, it’s even more chic in the cab, with

Pricing and running costsIn terms of price the Steed is by far the cheapest. Priced £15,998 ex-VAT in SE, our test model featured asilver metallic finish, chrome side steps, alloy wheels, a rear canopy with roof bars, leather seats, air-con and rear parking sensors as standard. But the options list is spartan, limited to sat-nav, towbar and a few other odds and ends.

The Steed doesn’t even offer electronic stability control (ESC) as an option and that’s a big minus point. It does have dual airbags even on the lower spec model, plus ABS and EBD.

The Ranger is priced £21,278 ex-VAT, making it the most expensive. However, you get a lot for your money, such as ESC and Brake Assist, leather seats, chrome side rails, dual zone climate control, 17in alloys and Bluetooth hands-free phone with voice control. And bear in mind a cheaper 125bhp option (£18,200) is also available, albeit at a lower spec.

The D-Max looks good value at £18,999 ex-VAT, and everything is included in the price with no extras on top. This includes ESC and ABS, front, side and curtain airbags, alloy wheels, chrome grille and bumper, side steps, air-conditioning and cruise control.

The Amarok, at first glance, looks great value at £18,795 ex-VAT. This price includes ESC traction control, electronic diff lock, hill-hold and side and curtain airbags. However, we must add metallic paint at £450, load compartment covering at £485 and rear parking sensors at £271 to make a more level playing field which brings the price up to £20,000.

It’s not all about price, of course, and running costs alter the picture. The Amarok and the D-Max tie for first place when depreciation, fuel cost and service, maintenance and repair bills are taken into consideration over four years/80,000 miles. Both have running costs of 39p per mile (ppm), putting them just ahead of the Steed’s 40.56ppm. The 150bhp Ranger is cast adrift at a weighty 46.84ppm (although the 125bhp option is 39.74ppm).

Screaming style, the new Ford Ranger truck

Ford Ranger’s chic cab


swirling lines on the dash and chunky black leather seats, which give huge amounts of back and side support.

There’s ample seating for three in the back and the centre piece pulls down to reveal a handy little table.

The cab of the D-Max is stylish yet functional and the driver and passenger seats are huge, with plenty of side support for when things get rough. The standard air-con proved its worth as we tested this vehicle on a few hot days this summer.

In the backOur Steed SE featured both a load liner (ess- ential to keep vehicles like this in good order) and a canopy, which is just about unheard of in the sector. It’s a nice quality one too, with sep-arate openings at the rear for the window and the tailgate.

The Steed features a large step which looks very handy until you touch it. It’s made out of plastic and feels as though it might snap in half at any moment. We’d be interested to look forward a

The Ranger features a plastic load liner and also a bar on each side with movable load lashing eyes. We were also pleased to see the addition of a handy 12v take-off in the load area, something the others didn’t have. Once again a canopy comes as an added extra.

On the roadPurely on drivability, the Steed suffers against the

opposition. It is much more like 4x4 trucks used to be six or seven years ago, with clunky gear changes and an unnervingly vague steering set-up.

The Steed suffers from turbo lag too, a phenomenon we haven’t experienced for some years now. Put your foot down and very little happens until the engine reaches the mid rev range, after which it surges forward in a

lively manner.However, once up to normal road speeds the

Steed lopes along nicely and the suspension is set up so that it won’t shake your fillings out.

Seats in the front and the back are big and comfortable and even on bumpy roads, the Steed provides a smooth ride.

The Steed’s rough edges really showed them-selves up when we swapped into the Amarok. VW was aiming for a true car-like experience on road – and that’s exactly what the manufacturer has achieved.

Despite the Amarok owing 21 horses to the Steed, it has more torque and felt more powerful.

The engine is whisper quiet, while steering is pin-sharp and gear changes slick and smooth.

Even on rough B-roads, this truck felt exactly

G r o u p t e s t D o u b l e - c a b p i c k - u p s

couple of years and see how many of these steps are still in one piece.

The Amarok’s rear end was graced with a lock-able tool chest which turned out to be a £323 option. It looked good and chunky but meant there was little room left for any other cargo. although it does have the highest payload at 1,119kg.

We were also disappointed to see that the load liner, which is free on the Steed, D-Max and Ranger, came as an option too at £485.

However, the rear tailgate is so strong that you could imagine launching a rocket from it, while the rear step is tough and sturdy too and quite up to the job. If you want a canopy like that offered as standard with the Steed, it’ll cost an extra £1,583.

The D-Max also features a load liner as standard fitment and there are plenty of load-lashing eyes liberally dotted about. The rear step, too, felt chunky and hard-wearing.

“If the Ranger

looks stylish it’s even

more chic in the cab”

Isuzu has made no bones about its intention to have

the D-Max Yukon as the top seller in the segment

D-Max has a stylish yet functional cab


like a car and absorbed all the bumps and dips.The Ranger’s ride and handling have improved

in leaps and bounds over the old model, but we did feel that it wasn’t quite up to that of the Amarok.

Gear changes were annoyingly clunky on our test model compared to the German rival and, on some of the rougher roads, not quite as many lumps were soaked up, although once underway the engine thrums away quietly and smoothly.

The D-Max, too, suffered from an annoyingly notchy gear change and a slight last-generation vagueness in the steering department.

However, there was no lack of power and drivers certainly won’t get left behind in traffic.

VerdictTotting up the scores sees a narrow win for the Ford Ranger, although extra points come from the fact that it’s available as a single-cab – key for utility-type fleets.

The Amarok and Steed are offered only in double-cab format and if that is your criteria then the Amarok emerges as a clear winner thanks to its low running costs.

However, pitch it against the 125bhp Ranger and the Ford retakes the top spot on the back of its lower cost of ownership figures.

The D-Max makes a superb stand against its rivals, especially when you consider that the Rodeo it replaced was far behind the opposition.

The Steed should not be dismissed out of hand. For the price, this vehicle punches way above its weight and we were impressed with its general demeanour. However, it’s a new vehicle from a new (to the UK) manufacturer, so we know little about its longer term reliability, which must be borne in mind.Winner: Ford Ranger

Specification Ford Ranger Ltd Great Wall Steed SE Isuzu D-Max VW AmarokGross vehicle weight (kg): 3,200 2,885 3,050 3,170Power (bhp/rpm): 150/3,700 143/4,000 163/3,000 122/3,750Torque (lb-ft/rpm): 276/1,500 225/1,800-2,800 295/1,400-2,000 250/1,750-2,250Payload (kg): 1,152 1,000 1,022 1,165Comb fuel economy (mpg): 33.23 34.0 38.2 37.2CO2 emissions (g/km): 224 220 194 199Price (ex-VAT): £21,278 £15,998 £18,999 £20,000

Marks out of 10Pricing 6 9 8 7Fuel and CO2 7 7 9 8Model range 9 5 9 5Look and feel 9 6 7 9In the cab 10 5 7 8In the back 7 10 8 5On the road 7 5 6 10Off the road 9 7 7 9TOTAL 64 54 61 61

Off the roadDespite not having driver aids such as hill-hold control like the Amarok, our off-road test at the Steed’s launch saw it act in a very competent manner in the rough.

The D-Max, too, lacks all this techno wizardry, but we put the vehicle through its paces on a demanding off-road course recently and our nerve gave out long before the truck’s ability ran out.

Both the Ranger and Amarok have a variety of self-help items as standard, so if serious off-road use is anticipated and drivers lack expe-rience in the rough, then these are the vehicles to choose.

Fuel and CO2The D-Max rules the roost on fuel economy and CO2. It has the most powerful engine on test, but it nudges ahead of the Amarok on the combined cycle at 38.2mpg against 37.2mpg. It puffs out the least CO2 as well, at 194g/km against the second-placed Amarok’s 199g/km. The Ranger trails on 224g/km (although the 125bhp version matches the Amarok).

As you would expect from Volkswagen, the build quality of the Amarok is excellent


F i r s t d r i v e I v e c o D a i l y 3 5 S 2 1 L W B H i R o o f 2 0 5 b h p

By Trevor Gehlckenhen it comes to 3.5-tonne GVW vans, there is nothing, but nothing, to beat the vehicle on test here in terms of size and strength.

With more than 17 cubic metres of space in the back, a stonking 3.0-litre twin turbo 205bhp powerplant under the bonnet and a massive ladder frame chassis underneath, the Daily 35S21 is the king of the sector.

The picture says it all – clad in dark metallic blue and boasting about its super heroic capabilities in bold decals, no-one will be in any doubt about what this vehicle is all about.

But who on earth in fleet would buy such a titan – which incidentally weighs in at £34,170 ex-VAT once you’ve added in all the extras that our test vehicle had?

On paper, any firm which carries full loads up and down the motorway and needs to get things delivered PDQ.

However, there is a rather thorny problem. There

With a massive 205bhp under its bonnet we were expecting some kind of fire-breathing monster.

But the power is delivered in such a smooth way right up the rev range that one could be pardoned for thinking there was less oomph than there actually is.

But once you start pushing things, up a steep hill with a full load on board, or on the motorway, you realise just how powerful this titan is. In fact, our test model came with a three-quarter load of gravel in the back and we didn’t even realise there was anything aboard until we took a glance in the rear end!

We were mightily impressed not only by its sheer power, but also by its admirable road manners. Despite being more than seven metres long, once on the road you could for all the world be driving something much smaller. Of course, low-speed manoeuvring can be tricky, especially if, like me, you live in a cul-de-sac: on a couple of occasions I had to ask a neighbour to move his car so that I could turn round.

We can assume that drivers of vehicles like this are going to be behind the wheel all day – and a fine place that cab turns out to be for long-distance work.

The wonderful air sprung seat in our test model offered firm support from the knees to the neck and included plenty of lumbar support.

The cab is liberally sprinkled with cubby holes, including overhead shelving and those all-important coffee and cup holders and drinks bottle bins in the doors. Meanwhile, the mirrors look like they come from the 44-tonne Stralis and give a fantastic view of what’s behind.

In the rear, even six-footers like me can stand up with headroom to spare and there are any number of lashing eyes and hooking points.

Gross vehicle weight (kg): 3,500Power (bhp/rpm): 205/3,000-3,500Torque (lb-ft/rpm): 346/1,400-2,600Load volume (cu m): 17.2Payload (kg): 1,145Comb fuel economy (mpg): 34.8CO2 emissions (g/km): 213Price as tested (ex-VAT): £34,170

Specification

Behind the wheel

Need to know may be 17cu m of space in the back but payload is just 1,145kg, which means that unless you are carrying a consignment of feathers you are likely to overload this vehicle just by covering the floor with cargo. It renders the loadspace unusable.

To keep fleets on the right side of the law, we recom-mend the fitment of a weighing system which alerts the driver when the vehicle hits its limit.

The Daily was revamped a year ago and is available in weights which range from 3.5 tonnes GVW to

7.0 tonnes. It features new, stylish looks at the

front and under the bonnet the engines, either 2.3-litres or 3.0-litres, are 10% more fuel-efficient than the old ones.

Despite its massive power output our test van still manages to return a decent 34.8mpg on the combined cycle.

Our test model is the largest and most powerful on offer and came with extras such as a reversing camera (a handy safety extra on such a large vehicle), an

air sprung seat, climate control and a coated plywood floor, which all come as part of two option packs at £1,440 and £890 respectively.

n 17 cubic metres of spacen 1,145kg payloadn Available with a 2.3-litre or 3.0-litre engine

VerdictA great vehicle from the driver’s perspective but for fleet managers, one of the smaller engines will do the job just as well.

A flaw in the king’s make up

A giant among vans, but its payload is a bit lightweight

W


“Under the bonnet the

engines are 10%

more fuel efficient”

Our test van returned a 34.8mpg on the

combined cycle

F i r s t d r i v e N i s s a n N V 4 0 0 d r o p s i d e

By Trevor Gehlckenissan has just expanded its fleet armoury with the addition of a new dropside truck, which is derived from the NV400 panel van.

It may at first appear to be a rather curious addition to the family as Nissan already offers the Cabstar, which does the same job and is a good little lorry.

But anyone who has driven a Cabstar will concede that, capable as it is, it can be a pretty uncomfortable place to spend a day.

The NV400 dropside, on the other hand, offers all the creature comforts of today’s modern panel vans, while managing to lug 100kg or so more cargo around than the Cabstar in the rear.

This new offering was first revealed at the CV Show in April and is part of a concerted effort by the Japanese manufacturer to distance itself from its Renault parent in the commercial vehicles it makes.

Until a couple of years ago, all Nissan’s vans apart from Navara and Cabstar were rebadged Renaults.

Conversions are becoming an ever more important part of life for van manufacturers.

Most have now realised that a lot of fleets want solus deals – say 50 dropsides, 60 small vans and 100 large panel vans – and if the dealer can’t offer all at once in a single package, the customer is likely to look elsewhere.

Nissan has been working hard on its new direction of late and with the NV400 having been partly designed and engineered by Brits, dealers can proudly offer this vehicle as a kind of homegrown product. And it is one that certainly won’t disappoint.

It’s certainly a chunky and well-built vehicle, with the rear end being provided by Italian truck converter Scattolini.

It’s a lighweight conversion that has a quality feel and the floor features a plastic non-slip surface for extra safety.

All the sides fold down and there are eight load lashing eyes which sink flat into the floor when not being used.

The cab has three seats which are all comfortable and supportive and there are two coffee cup holders in the right places.

There’s also an overhead shelf for paperwork and suchlike, plus large bins in each door for drinks bottles and other van driver clutter.

All that low-down torque really does imbue this truck with a feeling of power.

It’s likely to be loaded down to the gills for much if its working life so top grunt at low revs is just what’s needed here.

Meanwhile the truck’s ride and handling are excellent – and it’s top marks to Nissan for making electronic stability control a standard fitment.

Gross vehicle weight (kg): 3,500Power (bhp/rpm): 125/3,500Torque (lb-ft/rpm): 228/1,250-2,500Load volume (cu m): n/aPayload (kg): 1,462Comb fuel economy (mpg): n/aCO2 emissions (g/km): n/aPrice as tested (ex-VAT): £24,056

Specification

Behind the wheel

Need to know But now we have the NV200 small van which is pure Nissan and the NV400 which is a heavily reworked version of the Renault Master.

You’ll see from the pictures that this vehicle isn’t recognisable in the slightest as the French product.

The dropside is available in a number of versions, offering single and double-cabs, front- and rear-wheel drive and tippers.

Our test model is the single cab front wheel drive model in SE spec, weighing in at £24,056 ex-VAT.

Under the bonnet is a 2.3-litre common rail turbodiesel unit offering 125bhp and a meaty 228lb-ft of torque at a low 1,250rpm, plenty to pull the maximum payload of 1,462kg. In the rear the NV400 has a large loadbed measuring 3,230mm by 2,100mm.

There’s plenty of standard specifica-tion. Included in the basic price is remote central locking, ABS, electronic stability control to prevent sideways skids, elec-tric windows and mirrors, Bluetooth

connectivity and cruise control.Because the vehicle is built by Nissan and converted

afterwards, no fuel and CO2 figures are available.

n New dropside is available in single and double cabsn Available with a 2.3-litre common rail enginen Payload is 100kg more than the Cabstar

VerdictAn excellent addition to the Nissan line-up. While it’s a niche vehicle in sales terms, it could well help to swing those valuable solus deals.

A dropside truck with creature comforts

Addition to Nissan range is derivative of NV400 panel van

N


“It is a concerted effort to distance

itself from Renault”

The NV400 dropside has front- and rear-wheel drive versions

fleet van november 2012

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