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LI:lif TAKES IT TO THE MAXUS
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Following years of determination in the face of some major setbacks, [DV has finally launched its first ever brand new model — the Maxus.
It's a story many people thought would never be written...
The project to replace the LDV Convoy was conceived as ajoint venture with Daewoo in Poland.The collapse of the Korean parent company killed off the joint venture and, it seemed highly likely, the project; maybe even LDV itself.
However, the boys from Brum are made of sterner stuff. Instead of calling it a day they persevered with some tricky negotiations And 14 months ago the whole project, from prototype vans to production line, turned up at Drews Lane on a fleet of artics.The rest is history, and the Maxus is a reality.
The Maxus range incorporates four van bodies with two driveli nes. Chassis-cab and minibus variants are in the pipeline; until they arrive the Convoy will continue to satisfy these sectors.
The engines are ItalianVM 2.5-litre turbo-diesels with four valves per cylinder and Bosch common-rail injection. A high level of aluminium content makes for a low weight.For the launch the power options are 94 and 118hp, although an unspecified higher rating is promised.
In another departure for LDV the Maxus has front-wheel drive with a five-speed transmission from Kia. Road wheels are 15 or 16in depending on model. Front suspension is McPherson strut, with a monoleaf-sprung beam axle at the rear. Brakes are ventilated front discs with rear drums.
Long bodies, high roofs The bodies come with standard and high roofs on the short (3,100mm) wheelbase, and high and extra-high roofs on the long (3.850mm) wheelbase.These give load volumes ranging from 7.0-11.4m. Even the smallest variant will accommodate an 8x4 sheet flat on the floor. The short-wheelbase models have GVWs of 2,800 and 3,200kg; the longer model adds a 3,500kg rating. Standard body spec includes nearside sliding door and unglazed,180' rear doors. A full range of door. bulkhead and plylining options are available, although we were disappointed to find that load space tie-down rings are optional rather than standard.
The body looks fairly conventional — after all, there are only so many ways to package a load box —but it does have enough styling cues to give it an identity.The deep and sharply defined crease running from headlamp to tail — light is the most obvious of these, and the roof has a pronounced curve from side to side.The short-wheelbase version is the most aesthetically pleasing, lacking the longer body's three different sized "side window" pressings.
The interior is much more radical. While numerous cars have featured a central ambidextrous instrument pan el,this is its first appearance in a van.The obvious attraction for the manufacturer is the ease of making lefthookers: this entails no more than swapping the steering column with the glovebox and reversing the lower dash panel which houses the gear lever.
The quality of the interior is high, if not absolutely perfect on the pre-production vans encountered during the launch.Alfa Romeostyle heater controls, with a rotary bezel outside a fixed centre, were variable in their operation and the pop-out cup holders felt rather fragile, but the fundamentals are most definitely there.The trim is predominantly light grey (a more practical darker option is likely to follow for more arduous operations). Minor oddments storage space is plentiful, with more space in the door pockets and under the dual passenger seat, although there's no obvious home for that essential clipboard.
Some aspects of the cab need attention, however. The single-zone mirrors are barely adequate, with no blind spot coverage, and significant areas of the windscreen are left unswept by the wipers.
All mod cons The level of standard equipment is good. with comfort and convenience features including cloth trim, electric windows, electrically adjusted heated mirrors, rev counter and a VDO radio/CD player.A driver's airbag, three-point seat belts on all seats, remote central locking and an engine immobiliser enhance safety and security. BoschABS and EBD will be available shortly.
LDNI's claims to have reduced cost of ownership seem justified. Service intervals are 20,000 miles:insurance groups are 10 for 2.8 models and 12 for the rest, aided by careful attention to crash repair methods. In terms of warranties operators can opt for 36 months/ 100,000 miles or 48 months/60,000 miles.
The Convoy can trace its roots to the BMC 14 of the early sixties so much of the production costs have long since been written offbut the Maxus has to pay its way. As a result, pricing is intended to be competitive but realistic, and LDV 's management is well aware of the need to resist heavy discounts and maintain residuals.
LDV boss Allan Amey has made bold claims about the Maxus appealing to -silver van man— the professional van user looking for a premium product to support his business. ln comparison with the Convoy's list prices the Maxus certainly looks a bargain. Looking at the wider market the smaller models seem a tad dear, with the 2.W 95 SWB being priced identically to a Mercedes Vito 109CD1. Further up the weight range, however, the Maxus definitely has an advantage over most rivals.
While the Maxus doesn't represent the major leap forward that it would have done if it had been launched on schedule, it still brings LDV right up to date with a product that is playing in the same arena as the competition.A sound design and an impressive driveline provide the foundations for a promising career.
Tidying up a few of the details and delivering the claimed performance and productivity should ensure that LDV builds success on that foundation.The acid test comes in a few weeks when CM puts the Maxus through a full road test. •