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BEST

IN THE

\o one tests as many CVs as C meroal otor, and back in the

office a high point of the year .5 hsten ng to our technical team arguing over their favourite vans an rucks for thecco.Ode of Testers' Choice.

They've fin boiled it down to r kst on test.

IF VARIETY IS the spice of life then the small van market is a good place to start for those seeking fulfilment This year we saw some familiar faces re-emerging rejuvenated as well as new additions offering their own take on the size vs payload equation.

For those after something compact yet driveable Peugeots 206 van maintains the French manufacturer's reputation for an entertaining driving experience-the little Pug also offers a competitive payload and decent fuel economy.

Admittedly we were a bit less enthusiastic about its driving characteristics when fully laden though these vehicles are rarely used as outright load lug gers anyway. But as a nippy run-about-towner it more than fits the bill.

If the 206 is not small enough for your tastes may we present Citroen's C2.

It's as cute as CVs get, but this little van also has inner strengths. Based on Citroen's passenger car, the removal of the rear seats has not reduced its ability to impress and as

a t ,wnicity 'fast-parts' delivery vehicle it maces good sense.

irstly there's the way it drives: the C2 cornbines stability with enjoyment. allowing it to cut through traffic and park up at a moment's notice. There's enough load volume to keep it competitive and fuel ecPnomy is among the best we've tested. If you're after an example of how thorough design shines through there are few better examples than Vauxhall's Combo. It may not be new but its continuing prominence in the sales charts proves ifs lost little of its ability thanks to some subtle updating -that high-cube load design is still the benchmark today.

The most signif icant update in recent times was the introduction of two fine turbodiesels -a 1.3 and a 1.7-litre-that feature improved injection technology and are among the best engines available in the light CV sector. Smoothness is the key, married to excellent torque delivery and competitive fuel economy... all the elements that make a good engine.

But there's more. It drives with conf dence, whatever the road environment, and its cabin Is a modern masterpiece of simplicity and design. Add to this low servicing costs and Vauxhall's dealer network and it's easy to see why the Combo earns respect and is our top choice. AS EVER, the sector for vans in the 2.61 tonne GVW range proved one of the nu fiercely competitive in 2005, even thougl sales dropped 1% as winter approached Eight vans made the trip around our K test route: those that missed the cut rang, the rear-wheel-drive Renault Master, wl payload at 3.5 tonnes must have been a j+ we didn't get, to the greatly improved Mercedes Vito.

One of two examples of the new LDV Maxus tested in 2005, the crucial 35/120 version makes it into the shortlist. Despi anxious corporate finance moment in th up to Christmas, LDV looks set to build ( steady sales under its new American bac The Maxus has what it takes to he a sui and it's only our concerns about the varil build quality of the admittedly early pro■ tion examples so far driven that preventt doing better in our rankings.

Vauxhall's Movano remains a thoroui competent van, albeit slightly lacking in character and now starting to show its ag One way to give Movano some of that missing character is to specify the 3.0-litr version. Originating at Nissan and arrivii Vauxhall by way of its joint venture with Renault family, this versatile engine is de to become an ail-time classic. Proving thl big, powerful engine doesn't have to be t its fuel economy is near the top of the pill From a driving point of view, the Mow' demonstrates that a driving environmen doesn't have be gimmicky to be effective TecShift automated manual transmissioi should take the Movano through to its inevitable update.

Our winner in the large van category a has an extensive facelift coming up, whic can read about nearer the front of this iss Although the competition is catching I gradually. four out of every 10 new large in the UK is a FordTransit.This doesn't n that the current model is perfect signifi areas in need of improvement include ix levels, some low-tech engines and a few ergonomic deficiencies.The good news Ford now seems more willing to accept ti deficiencies so we have high hopes forth latest version.

Our test van was one of the limited-ed models produced to celebrate the Transi 40th birthday, the Silver Blue.Althoughi of its attributes give it a clear advantage.; unpretentious working tool that aims to the needs of a significant proportion of tt market, it continues to hit the target.

TESTERS' CHOICE 2006 PICKUPS and 4x4s

NISSAN NAVARA AVENTURA

THERE MAY BE MORE mainstream categories in the CV world, but the 4x4 market has once again thrown up some interesting vehicles,and they're better to drive than ever.

A perfect example of this is the Isuzu Rodeo. Isuzu doesn't enjoy the highest profile in the UK but it knows more about 4x4s than most. And with the Rodeo it's produced a strong all-rounder that's relaxing to drive on road as well as off.

The excellent chassis really does offer a controlled ride and this is complemented by a strong 3.0-litre turbo-diesel -the only one in the classthat offers oodles of lazy torque and a superior level of refinement.While the cab might be a touch dull it offers plenty of room and the build quality should enable it to take a beating and come back for more.

If you're after something different then the Renault Kangoo 4x4 provides a combination that's unique in its class. Small it may be, but for all-round ability this Kangoo is a hardy companion for anyone who needs to carry their equipment to places that the average small van would fear to tread.

Its ability on the rough stuff is surprisingly strong. Whether it's just a muddy path or an uneven steep incline the Kangoo digs in when required and, thanks to its increased ground clearance, avoids bumps and scrapes to the undercarriage. A 1.9-litre, 87hp engine has enough torque to keep you out of trouble, though a touch more power would be useful when fully laden.

Inside the cab is simple but well laid out and the load area is practical with good access. Unfortunately since we compiled our list Renault has withdrawn the 4x4 version.

As for this year's winner. one vehicle stood head and shoulders above the rest in terms of progress.

Nissan's new Navara is unashamedly geared towards the 'lifestyle market but underneath there's a superbly engineered product that raises the bar a couple of notches. It does what other pickups have previously failed to do by combining astonishing driving ability with near saloon-like refinement levels.

Naturally it's bigger than the outgoing model, but this frees up space in the cabin, allowing it in double-cab guiseto accommodate five in comfort.This size increase also makes room for a larger load area and thanks to some clever design work there's reduced wiled arch intrusion.

And it all comes wrapped up in a level of build quality previously unseen in the class, making it our unashamed favourite °clami year's crop.

TESTERS' CHOICE 2006 DISTRIBUTION VEHICLES

RENAULT MASCOTT 140

MUCH AS WE HATE to dampen anyone's excitement about making it to the shortlist, we have to point out that simply turning up was enough to get your name on the scoreboard in this category.

While we stand by our prediction that the distribution market will shift away from 7.5tonners, there are no signs that it's started yet. We forecast a spilt between heavy panel vans, which combine the payload of a 7.5tanner with the size of a 3.5-tonner, and rigid trucks, at 12or 18 tonnes, which have vastly greater payload potential while occupying the same road space as a 7.5-tanner.

The third place in our ranking goes to one of these; the 18-tonne version of lveco's ubiquitous Eurocargo range.

This 240 example was long and low with a sleeper cab and a 26ft box body. It delivered a fuel economy figure which will be highly competitive once the Cummins-powered ERF leaves the market, combined with excellent journey times.

A modestly-powered but flexible engine allows it to bowl along nicely at the required speed in most situations. The sleeper cab gives the driver plenty of space to spread out but a few quibbles over some ergonomic details stopped it ranking higher.

Second place goes to the Iveco Daily 65017. Powered by Iveco's impressive new 3.0-litre engine, which shifts 17.2m3 of volume weighing 3,710kg with ease, we found little to criticise except that the heavy-duty front suspension can still be caught out by British road surfaces.

The winner is from the same mould; literally, in the case of the cab's sub-structure.

Until recently the manufacturer's lowkey marketing strategy made it something of en unsung hero, but having driven the 5.5-tonne panel van version we have no heSitation in naming the Renault Mascott as our testers' choice in this class.

Although lacking the volume of the Daily -and inevitably this 5.5-tonne GVW version was a tonne down on payload -its productivity impressed. The 3.0-litre engine had its peak torque capped in the interests of gearbox life, but the peak is actually a 1,500rpm plateau. One mystery remains, though: why does the line-up include a3.5-tonne version with little more payload capacity than a Clio?

TESTERS' CHOICE 2006 TIPPERS

ERF ECT D20 350

Over the past three years every manufacturer has made gaining market share in the tipper sector a priority:11ns is good news for operators because it makes products more competitive from payload to payout and offers a wider choice of vehicle.

If confirmation of this were needed,and it often is, then look no further than ERF's win over two of the three shortlisted manufacturers (Foden and Scania missed the cut).

The ERF ECT 10.35 8x4 was our final tipper test of 2005 and it closed the year with an outstanding fuel figure of nearly 9.2mpg. Powered by the 345hp MAN D20 engine driving via a ZF 16-speed box, all that really differentiates it from an MAN are interior trims and badges.

With Cummins not answering the bell for Euro-4 the advancement of the D20 is good news for ERF as it has proved a more than adequate replacement, not least because of those record-breaking fuel returns.

It offered plenty of leeway for body/payload potential to get close to the 21-tonne mark and possessed decent residuals too.

MAN-ERF UK was at pains to refute suggestions of it being the last ERF that Commercial Motor might ever test but if it is, what a way to make an exit. Also catching the eye of our testers wa: Volvo FM9 380 8x4.

While it didn't deliver the best fuel figu its class it did offer a guide to what tomor tippers might be like, with a weight savinl nine-litre driveline linked to Volvo's own Shift 12-speed automated transmission. Complete with by far the best ride and dr experience this could become the specifi■ demanded by all tipper drivers and open With competitive body/payload poten and decent residuals ownership of one of leading three tipper builders won't cost y the earth you haul from A to B.

Making up the shortlist was another automated tipper. the Daf FAD CF85, wl came with a 12.6-litre engine and 375hp c Although the fuel figure was middle of road, the driveline delivered a glimpse in future. As a market leader Daf is always working to keep itself ahead of the pack.' the AS-Tronic lacks the finesse of I-Shift, XE280 is bettered by the D20 and Dars s is eclipsed by Scania in the used market. Nonetheless,Daf remains the benchmarl every other truck builder works against. ] first in any given section doesn't make yo best. it's all about consistency. And in this tipper Daf has an excellent all-round pro

TESTERS' CHOICE 2006 TRACTORS

Daf XF95 530 AS-Tronic

OK, WE ADMIT 2005 was a rubbish year for tractor testsbut we're talking about the quantity of contenders, not the quality. Most years we expect to test at least half a dozen artics, but 2005 was an exception. Sales topped 19,000 for the first time, so the manufacturers probably weren't too bothered about offering us a vehicle that might upset things, especially one based on 'old' Euro-3 technology.

Despite that we assembled a shortlist of three. The Oaf XF530 and the Scania R500 were 6x2s ready to roll at 44 tonnes; the third, the latest 4x2 480hp Renault Magnum, was a 40-tonner. Fuel comparisons weren't going to be easy, although until you get off the motorway the extra weight doesn't make much difference.

The Magnum's recent facelift and driveline update come courtesy of the 'Group Powertrain Division (oh all right, Volvo). It's based on the FH12 engine and lShift auto box Renault still calls it Optidriver and has undoubtedly breathed new life into the old soldier. As our tester put it: "The Magnum is ultimately as good as it gets for long-haul accommodation," hence the 'highly-commended' sticker.

We liked the Optidriver auto but felt Renault should sharpen its pencil on price, especially as MAN and Iveco offer an equivalent auto for free. That said, we felt Optidriver was well matched to the Magnum's 480hp 12-litre DXi diesel, which was pretty good on fuel too.

The Scania V8 R500 R-Series remains at the top of most hauliers' premium flagship' shopping lists and the Highline mid-height sleeper is an excellent compromise for those who don't want to go the whole hog on a Topline. The Highline cab can hold its own against anything else on the market. Fuel-wise the Opticruise-equipped Scania did OK, but ultimately it was outclassed by our tractor winner, the Oaf XF530.

It might seem daft to give this accolade to a model that will be replaced in September (by the XF105). But based on its mindblowing 8.14mpg, we'd be daft to ignore it and so would you. Even with the help of a non-standard box trailer and good weather the XF95 dominated our tractor year.

Sure. its Super Space Cab interior isn't the most luxurious around that's why Oaf launched the XF105 but it retains strong driver appeal. The problem now for Oaf is can the XF105's 13-litre MX engine with SCR beat the XF95's tried-and-trusted 12.6-litre XE engine? This time next year well know for sure.

TESTERS' CHOICE 2006 USED VEHICLES SCAN IA R164 480

THIS YEAR'S USED TRUCK testing reached an all-time low in terms of participants but the quality was without doubt an alltime high. Any one of the vehicles deserved to walk away with the title and if any of the contenders were tested in different years they might well have done so.

Three fleet trucks from Iveco,MercedesBenz and Volvo provided CM with a taste of the type of vehicles dealers will be clamouring for throughout 2006.

But this year, after coming close in the previous two years, it was Scania that claimed top spot.

Out of the medal winners was the Volvo FM12 380 6x2, for the simple reason that it was the oldest and most well established of the contenders.A sound product, worth its weight in cash, desirable hut lacking the charisma of its competitors in the marketplace.

Edging the Gothenburg team out by a whisker for bronze was the Mercedes-Benz Axor 2543 6x2. Its arrival on the used market adds fresh impetus for the Germans and the used market as a whole.Although our example didn't provide the best fuel figure of the year, it did have considerable potential to improve thanks to its relatively low mileage. It proved a winner in fleet sales and looks set to do the same on the used market.

Iveco will probably be wondering what more it could have done to claim top spot with its 4x2 Stralis AS 430hp tractor:The answer is."nothing".

It's a top-class product that delivered the results. In terms of timing and anticipation it rivals the Axor but the philosophy of providing automated transmission as standard edged the three-pointed star into second place, leaving Scania to claim top spot.

The winner had to he the vehicle that embodies the demand in the used market for big cabs and big engines. Fleet extunpie trailed in Seania's wake might make up bread-and-butter sales hut 480hp R164 arc where the money and prestige lie.

Ask any franchised or independent u dealers for the most popular brand and specification and they will more often a say the Swedish-built V8 tractor. If furtt proof were needed, the price tag was "P rather than from any guide — though at time dour test the CAP quoted £49,50( (ex-VAT) was a good starting point.

Strong residuals and desirability are t name of the game and a strong but selec market of owner-drivers and small haul ensure that its reputation as a market le remains intact.