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FORD RANGER TDCi

1st February 2007
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Page 50, 1st February 2007 — FORD RANGER TDCi
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Engine: 2.5-litre, 141hp Transmission: five-speed synchromesh gearbox with two-range transfer box and selectable 4WD GVW:3,020kg Load volume: 2.1 m3 Tested: 24 August 2006

Probably the last name we expected to see in CMs road test pages was Kia, but the car-based Sorento XE-C proved a far better 4x4 van than we expected. It was competitively priced, wellequipped, fuel efficient and performed well, thanks to a modern 2.5-litre common-rail engine. It was only when asked to negotiate corners that it lost the plot, handling with the aplomb of a barge.

If Kia's assault on the car establishment transfers to light CVs, expect to see that name more often.

The year's other 4x4 van is a more mature product, from the UK's largest range of all-wheeldrive CVs, Mitsubishi. We found that the Shogun Sport 4Work combines the best features of an SUV and a pickup; it has undoubted off-road ability. Equipment levels are good and there's generous accommodation on offer, but its the dynamics that let the side down. The engine is looking decidedly oldfashioned and on-road handling is lagging behind the competition.

The pickup market has been subject to major rejuvenation over the past year or so, with all the major players offering major relaunches.

The new Toyota Hilux proved a slightly mixed affair, comprising an all-new vehicle but powered by only a mildly improved version of the previous engine. The new stuff works extremely well, but it's only now that the real benefits of more powerful engines and automatic transmission are becoming available. We'll optimistically reserve judgement until we've sampled the full package. With 1 72hp/403Nm on tap the Nissan Navara certainly doesn't have a power deficit, although you need to wait for 1 ,50Orpm to feel the full effect. It's well built and well equipped extravagantly so on higher spec variants-and its behaviour on and off-road is excellent.

What the Nissan and Toyota share is their enlarged dimensions: half a size up from their predecessors. True, they haven't reached the bloated proportions of their US cousins, the Nissan Titan and Toyota Tacoma, but they still have the potential to be a minor pain in the cushion in a UK environment.

Mitsubishi is currently the dominant force in the UK pickup market, thanks in equal measure to the urban lifestyle appeal and to the more functional attraction of the 4Work versions, backed up by a flexible inhouse fleet preparation service. The latest incarnation of the L200 has received considerable styling attention with a smooth nose and sculpted loadbox sides to stop it looking like an origami exercise and it finally has a drivel ine to match its other virtues.

However, our Testers' Choice in the 4x4 and pickup category surprised us when it turned up. To use the words silk purse and sow's ear might be too harsh, but the old Ford Ranger definitely sold on its toughness and durability rather than on its refinement and driving experience. There were no fundamental flaws; it just got left behind.

The new model, which we sampled straight from the first shipload from Thailand, came as a shock. Despite sharing the fundamental structure of the first Ranger. the new incarnation looks, feels and performs significantly better in every respect. For its level of improvement alone, it's a worthy winner. The year started with an unseasonably easy run around the Welsh distribution vehicle route in Oaf's CF65, the heavier duty of its two offerings in the 18-tonne class. However, where payload is an issue, operators can choose the LF55 alternative.

With 247hp and 950Nm on call it proved a lively performer, especially on the hills. The Eaton nine-speeder proved a great asset with a gear for every occasion, even if it's not the quietest box in the world, This is becoming a cliche, but the Daf's driving environment really does bear comparison with a good quality car. Our criticisms are really limited to that traditionally hard-to-modulate brake pedal, awkward cross-cab access and low-geared steering.

An honourable mention goes to the neat Don-Bur Slide-a-Side body, which cleverly combines the best features of box and curtainsided bodies.

Pick a number from 1 to 45 and Iveco will have a product with a matching GVVV, The Eurocargo we tested in the summer was rated at 16 tonnes, with a nominal rating of 210hp from its Tector six-pot engine. This one came with a six-speed Iveco transmission, which proved fine on easy going but wasn't interested in hill starts.

Despite having the smallest available cab, the Eurocargo had a Tardis-like ability to swallow the detritus of everyday driving. The advantage of the 1 6-tonner over a more conventionally rated 1 8tonner is its lower and lighter frame, giving operational benefits, especially on urban multi-drop work.

The final pair to tackle the trip to Hereford and back were closely matched Oriental-originated but Portugal-built 7.5-tonners. Both the Isuzu NOR and Mitsubishi Fuso Canter had been recently revised —the Canter enough to justify its 'new tag. Despite their vanlike appearance both of these are real 7.5-tonners, not only capable of matching the work of 'proper' European-type small lorries, but actually outperforming them in productivity terms.

Although it benefited from a cab revamp inside and out, it's the Easyshift transmission with its fluid coupling and automated synchromesh change that provides the NQR's unique selling point. Undoubtedly easy to drive, we felt it needs some further work to speed up the changes before it wins our unconditional approval.

The Isuzu's biggest shortcoming, however, is the narrow and not particularly well arranged cab, leaving it short of space for crew and chattels alike.

The new Canter is only available here with the wider cab, and the benefits of this are clear. Our biggest gripes were reserved for its dynamics: we felt it needed more power than the 141hp available; the latest Euro-4 models now arriving have the option of a 180hp rating. The chassis was also a bit nervous on twisty roads but this ought to be fixed with some minor tuning of suspension settings.

In the end the all-round appeal of the Oaf to driver and gaffer alike gave us no reason to disagree with the marketplace, so we give you the CF65 as this category's winner. However, it was only some of the ageing in-cab detailing which detracts from driver appeal that kept the Eurocargo in second place. Last year's used tests were all about bread and butter. We put five two-to-four-year-old, Euro-3 6x2 fleet tractors through their paces giving a unique insight into the type of tractors that dominate the used market.

Setting this year's bar was Mercedes-Benz with two very different versions which were powered by the same engine.

Direct from the used stable at Wentworth came the Actros 2543 [S. These days the Axor is the fleet tractor of choice, but there was a time when this truck dominated the mass fleet portfolio of returning trucks to the German manufacturer.

Registered in August 2002 our example, with a 16-speed Tel Ii gent gearshift transmission, and close to 500,000km on the clock, didn't do a lot wrong as it churned out 8,36mpg.

Despite the arrival of the Axor, and the flagship status of Actros, there are still plenty of 2543s out there representing a decent package.

The Axor, on loan from Hill Hire, was half the age and mileage (04-plate with 200,000km). Its driveline was identical but the cab and the eight-speed manual box gave a completely different driving experience.

The Axor returned 8.86mpg around our test route. Although it lacked the refinement and pleasure you get from driving the Actros it showed that a less complicated truck can get you better figures at the pump.

Sandwiched between the Germans was the first Swedish entry from Volvo; the FH12 Globetrotter with XL cab. This is the sort of truck that underpins the glamour of the Volvo marque: silver, sleek, and desirable. lt rolled off the CV Show stand straight into a used test and although there was some concern over the motorway fuel consumption, this 53-plated truck with 400,000km on the clock was otherwise first class.

A much anticipated test subject was the Renault Premium 420 dCi (registered November 02 with 460,000km). Often labelled as a 'gaffers' motor' it has the innate ability to sway the open-minded driver's opinion once he's been lured into the cab with some fried bread and a mug of tea.

It delivered a competent fuel return, was in good condition (although the slap-over transmission is still a bugbear) and represents one of the best buys in the open market.

Scania was the last manufacturer to put a vehicle around our test route, offering a tried and tested R124 420 (June 2003/500.000km). Its performance, like that of the Premium, was hampered by strong winds and heavy rain. But like the French contender, it reminded us that even a well worked truck can still earn its keep.

Used trucks are judged on which offers the best deal for would-be operators. It was a strong field but the Premium just edged it. The Actros and Axor are both sound deals, but one is getting rarer and the other doesn't have that certain panache. Volvo and Scania offer strong products too, but at a premium, and it's that premium you can bring down when you buy a Premium. CM has paid close attention to the great debate between SCR (selective cataytic reduction) and EGR (exhaust gas recirculation). But to date only the SCR camp have submitted their vehicles to the tender mercies of our Scottish artic test route, As a result we can only give you one side of the coin. However, leaving aside issues concerning price hikes for modern technology, Euro-4 is proving to be a fairly economical step up at the pumps, if not at the cash register.

We led the way with the first British-run Euro-5 roadtest when we took an Axor at 40 tonnes around the shortened Scottish test route.

The Tesco-spec 1840LS was a fairly simple affair with an eightspeed transmission, slap-over range-change and single-bunk cab. It offered 2,000Nm torque and. as befits an SCR truck, sported a 90-litre AdBlue reservoir next to the fuel tank.

It returned 8.97mpg: time and Euro-4 comparisons will tell us how impressive this. Taking the price of AdBlue into account its combined running cost worked out at £25.44/100km.

Apart from the impressive Scania R124 420 the Axor beat all previous Euro-3 contenders hands down, including its firstgeneration predecessor. Subsequent Euro-4 tests have failed to match the German's pace. Its only direct competitor was Iveco's Stralis 440 which returned 8.77mpg and used a drop more AdBlue to produce a final figure of £28.34/100km.

This is still competitive and, with the help of a 55-litre AdBlue tank, the Stral is offered a greater payload than the supermarket specced Axor. Again, the Stralis's true cost to operators will become clearer in time.

Daf's offering was on a different scale: a 12.9-litre, 510hp, Euro-4 XF105 Super Spacecab running on three axles.

This bright yellow truck was a pace setter, making our first

competitive run at 44 tonnes. Its fuel figures compared well with its Euro-3 predecessor. Even with its AdBlue bill taken into account, it proved cheaper to run than its 500hp-plus less-emission-friendly competitors from I yeco and Scania.

The XF105 wasn't far from breaking the 8.0mpg barrier, which is fast becoming the Holy Grail at 44 tonnes; the only downside seems to be the price hike for the new technology rather than the cost of running it.

You could even argue that over three years the fuel savings that could be gained might cover the extra cost of manufacturers up-front Euro-4 pricing schemes, but that's a different argument.

So who goes home with the gold medal? In the cold light of day lveco struggled to match the pace set by Mere's emission-friendlier contender, while Daf is in a league of its own at the moment. So CM has to name the Axor as its Testers' Choice.

Not that lveco should be downhearted, nor should the Dutch feel overlooked. We reckon all the vehicles tested here are winners because their manufacturers showed confidence in their products by letting us evaluate this new technology.

Tags

People: Don-Bur Slide
Locations: Hereford

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