However unlike most conventional 4×2 pick-ups, that have a rear drive chassis, the Work Up retains the Doblo’s front wheel drive running gear. The compact truck is aimed at companies in the construction and agricultural sectors, plus it should prove popular with local authorities and builders.

While a 4×4 chassis is essential for some users, many pick-up buyers don’t venture far off-road, they simply need the versatility of an open loadbed, to carry a variety of materials and tools. If there is an occasional need to venture off the highway, a front drive truck may well be better suited than a rear driver anyway.

Certainly on the road in wet weather many drivers will be happier with a front driven vehicle, rather than the often tail-happy rear-drive pick-up with no weight over the driven wheels. They will also benefit from lower running costs than those experienced by the 4×4 pick-up buyer.
There are two engines available for the Work Up, Fiat’s 1.3 MultiJet diesel providing 90hp and the 1.6 MultiJet with 105hp on offer. Both engines meet Euro 5 emissions regulations and come with Start&Stop technology as standard, further cutting fuel consumption. The Start&Stop system on the Fiat is very effective too, cutting the engine when barely warmed up as soon as you come to a halt in neutral, firing up immediately as the clutch is depressed ready to move away.

The smaller engine comes with a five-speed manual gearbox, while the higher horsepower motor gets a six-speed manual as standard. The extra gear is essential for those regularly tackling longer journeys.

Fiat claims that the 1.3 litre engine should return an average of 55.4mpg, while it emits just 133g/km of CO2. The larger 1.6 litre engine returns a claimed 49.6mpg and emits 150g/km. Having said that, in a week of mixed driving we saw an average of 36mpg in the 1.6 litre Work Up, which included some high speed motorway work, an extended period of crawling through roadworks and some local town driving. Even so, that compares well to most conventional 4×4 pick-ups, and even some two-wheel drive models, offering reduced running costs for owners.

The Work Up is built on the longer of the two Doblo Cargo van wheelbases, providing a load bed of 2.3m by 1.82m, or a total loadspace of 4m2. There are no wheel arch intrusions into that loadspace either, so it is a very practical carrying bed. Indeed Fiat claims that it’s enough to take three Euro pallets.

The sides of the bed are made of aluminium, making them very light and easy to handle, while the bed itself has a non-slip multi-layered timber floor on a strudy steel structure. As all three sides of the body can be dropped individually or together, loading and unloading is also a simple task, either by hand or using a fork lift.

The Work Up has a carrying capacity of 1 tonne, in line with the largest Doblo Cargo van. The 1.3 litre model can tow up to 1.1 tonne and the 1.6 litre model can pull a 1.3 tonne trailer, adding to its practicality.

There is a robust steel ladder rack behind the cab with a solid mesh panel to protect the rear window. You also get numerous tie-down rings in the floor and in the bulkhead, making it easy to secure loads of varying size and shape. Each of the body sides, along with the rear panel of the dropside incorporate a fold-down step on the inside, and there are also two side steps built into the lower bodywork of the truck to provide access with the sides up.

At the rear of the Work Up there is a lockable storage compartment under the pick-up bed. It’s long enough to store tools out of harm’s way and out of the weather and makes an ideal store for ropes and straps, rather than having to put them in the cab.

Talking of the cab, the interior will be familiar to anyone who has driven the Doblo van, with a modern dash and comfortable seats for both driver and passenger. Front airbags are standard and there are a numerous options available, from air-conditioning to a hands-free Blue&Me communication system. The Blue&Me TomTom navigation package is available as an option too, with a central mounting point on top of the dash to power the navigation screen.

The Doblo is a comfortable vehicle to drive as a van and no less so as a pick-up, with light steering and a smooth gearbox keeping driver effort low. Our 105hp test van came with the six-speed gearbox, making it a smooth cruiser on the motorway where it was happy to keep pace with the traffic.

The Work Up is acompact vehicle overall, despite the longer wheelbase, and is easy to thread through urban traffic. The dropside body is slightly wider than the cab, but the large door mirrors provide plenty of visibility down the sides of the vehicle, with secondary convex mirrors offering a good view of the kerbside for parking. It is however fairly hard to see over the body to the rear, so parking sensors might be considered a useful addition for those working in confined areas.

The 1.3 litre Work Up starts at £16,065 plus the VAT, with the 1.6 litre model starting at £17,065. Service intervals are up to 21,000 miles and the Doblo comes with a three year/120,000 mile warranty. All Fiats also get three years of AA cover, for added peace of mind.

Though usually secondary to the 4×4 pick-up market, there has always been a reasonable demand for a lower cost two-wheel drive pick-up in the UK. However many of the leading manufacturers now only offer 4×4 chassis, with only Ford and Isuzu continuing to provide a 4×2 option. If that sounds like the ideal vehicle to meet your needs, Fiat’s Doblo Work Up brings the concept bang up to date.
Fiat Doblo Work Up

Engine: 1.6 MultiJet Euro 5
Power: 105hp @ 4,000rpm
Torque: 290Nm @ 1,500rpm
Transmission: Six-speed manual, front wheel drive
Combined fuel consumption: 49.6mpg
CO2: 150g/km
Payload: 1,000kg
Towing capacity: 1,300kg
Price: £17,065 + VAT and on the road costs
Warranty: 3 years/120,000 miles

But it is under that bonnet that the real changes have been made, with the existing 2.5 and 3.0 litre D-4D diesel engines both benefitting from the addition of a diesel particulate filter (DPF). This helps bring the emissions of the Euro 5 engines down by 10 per cent, to 194g/km for the smaller engine and 203g/km for the 3.0 litre with manual gearbox, or 227g/km for the 3.0 litre automatic.

Outputs are unchanged, with the 2.5 litre engine in our test truck pumping out a healthy 142hp and 343Nm of torque. The 3.0 litre generates 169hp and 360Nm. Despite the unchanged ratings fuel consumption has been improved, with the 2.5 litre models now offering a claimed 38.7mpg and the 3.0 litre between 32.8-36.7mpg.

Certainly in mixed local running it was easy to achieve well into the 30mpgs with the manual 2.5 litre Hilux, and we would expect that to rise on a longer run. Our test truck has barely completed 200 miles when it arrived too, so we would also expect to see consumption improve further as the engine beds in.

It’s a strange thing with the big Toyota though. While the engine outputs are merely keeping pace with the general pick-up market, and certainly not threatening some of the higher horsepower models on sale, the Hilux never feels underpowered. Likewise, while it would almost certainly be more relaxing to have a sixth gear in the manual box, the Hilux offers a good combination of strong acceleration and relatively quiet cruising with just five gears.

Our test Hilux came in the mid-range HL3 specification. However even the base HL2 now gets driver and passenger front airbags, seatbelt pre-tensioners, automatic headlamp levelling, ABS, auto disconnect front differential 4WD, a fuel heater, a tilt-adjust steering column, perimeter alarm and manual air conditioning. To that the HL3 spec adds the Toyota Touch touchscreen audio system with Bluetooth and audio inputs, rear privacy glass, electrically adjustable door mirrors, front fog lights, 15” alloys and a Thatcham Cat 1 alarm.

If you can stretch to the Invincible specification then you will also get side and curtain airbags, vehicle stability control, auto air-con, scuff plates, chrome side bars with steps and 17” alloys. Oddly though, despite the big touchscreen and a button market map in both the HL3 and the Invincible, satellite navigation remains on the options list.

The touchscreen does provide a full colour monitor for the reversing camera that is mounted on the tailgate, providing an excellent view to the rear when manoeuvring. There are also a number of option packs to tailor the Hilux to the specific needs of your operation.

Inside the cab there have been some revisions too, with higher quality fabrics and plastics providing an improved feel. More uniform dark finishes are used and there is now a large silver surround to the touchscreen multimedia unit, though this does reflect a bit in the windscreen in certain light conditions.

To drive there is little change, with the Toyota remaining a comfortable place to spend the day. For those who really need the off-road capability there is a shift-on-the-fly facility, allowing all wheel drive selection while the vehicle is moving.

Independent double wishbone front suspension provides a decent ride in the cab, though the leaf spring back end is typically fairly bouncy without a load on board.

Talking of which, unlike some of the latest pick-ups to arrive on these shores, the Hilux retains the same double cab pick-up bed, with a length of 1,545mm and a width of 1,515mm. While some competitors have grown to almost North American dimensions, this feels more in tune with the demands of most in the UK. It also makes it relatively easy to manoeuvre and park in crowded urban streets in the Toyota.

As with the power ratings, Toyota is not stretching any boundaries when it comes to lifetime costs for the Hilux. You’ll be visiting the dealer every 10,000 miles or annually in the truck, while the standard three year warranty only provides 60,000 miles of coverage. For a company with such an enviable reputation for quality and robust build quality, this seems a little restrained, likewise you only get one year of AA cover with the Hilux.

That won’t stop the big Toyota selling well however. Customers know and trust the Hilux and that in many cases is what keeps them coming back for more. Prices for our 2.5 D-4D HL3 Hilux double cab start at a competitive £18,890 plus the VAT. The only option on our test vehicle was metallic paint, at £462.

With the addition of the DPF to meet Euro 5 and the subtle front end and interior redesign, Toyota is keeping the Hilux current and in touch with the pick-up pack. However with so many new and upgraded pick-ups coming onto the market, and power outputs continuing to rise, there must come a time soon where the firm will have to take a bigger step forward to keep Hilux running with the best.

Toyota Hilux HL3
double cab 2.5D-4D

Engine: 2.5 litre Euro 5 D-4D
Power: 143hp @ 3,400rpm
Torque: 343Nm @ 2,800rpm
Transmission: Five-speed manual, AWD with
automatic disconnecting differential
Cargo area width: 1,515mm
Cargo area length: 1,545mm
Payload: 1,045kg
Towing capacity: 2.500kg
Price: £18,890 + VAT
Warranty: three years/60,000 miles
Service intervals: 10,000 miles/1 year

Has the big Transit met its match in the Ducato? Dan Gilkes puts them to the test – side by side
Ford has unveiled the full Euro 5 line-up for its Transit range now, all based around the latest 2.2 litre TDCi Duratorq engine. But it has dipped a toe in the water over the last year or so, with the one model ECOnetic Transit, a short wheelbase, speed-limited model with a remarkable ability to stretch a litre of diesel and shrink emissions of CO2.

All well and good said customers, we like the idea, but we want a long wheelbase 3.5 tonner. So Ford has once again given the buying public what it wants, with the introduction of the T350 LWB ECOnetic, bringing high efficiency and low emissions to the bulk carrying market.
In isolation the Ford’s combination of 125hp, 330Nm of torque, a combined fuel figure of 39.8mpg and CO2 emissions of just 189g/km would certainly seem to tick the necessary eco boxes.

Or do they? Enter stage left Fiat’s latest Ducato, here in similarly long wheelbase and high roof guise. Indeed the Italian is even larger, offering a 13m3 load volume as compared to the Ford’s 10.45m3.

While also benefitting from the latest Euro 5 technology, the Ducato is straight from the standard line-up, not an eco special, so does without low rolling resistance tyres, Start/Stop technology or a speed limiter, though you can order each of those as options. Yet it delivers 130hp and 320Nm of torque from its 2.3 litre Multijet II engine, along with a very acceptable 38.2mpg and 195g/km.

Suddenly the Transit ECOnetic isn’t looking quite as efficient after all. Still, it’s a very good van to drive, with the smooth controls and secure handling that we have come to expect from Ford’s finest. Perhaps the most noticeable thing in the cab though is just how quiet and smooth it is in Euro 5 form, that 2.2 litre engine really is very nice in this 125hp trim.

Not that the Fiat’s 2.3 litre motor doesn’t offer a similarly car-like driving experience, though it isn’t quite on a par when it comes to low noise levels. The Ducato does pull like the proverbial train though, which bodes well for those with heavy loads to carry.

As mentioned the Transit comes with a 70mph speed limiter. However, though it is automatically activated every time the engine is started, Ford has decided to put a deactivation switch on the dash, allowing drivers to simply bypass the fleet manager’s best intentions when they need to overtake.

To be fair this switch also turns off the Start/Stop system, though again I never found it intrusive and the engine always restarted well before I had slotted first gear. Having asked the question of Ford, the company reports that buyers can also specify an optional fixed speed limiter, that can only be set and cancelled by the dealer.

The 2012 model hasn’t brought any major changes in the Transit cab, we’ll have to wait until the all new van arrives next year for that. But the big Ford remains a good place to spend the day, with a layout that incorporates plenty of sensible storage for the driver.

As with all Transits the steering wheel stays where Ford put it and you move around it to get a comfortable position. An eight-way multiple adjustable driver’s seat helps for that.

Into the Fiat and it’s time for the sunglasses, as that red interior trim is striking to say the least (other colours are available!). The piano black console holds easy to use heater controls and an integrated stereo system.

Both vans have remote controls for the stereo and Bluetooth functions, on a secondary switch stalk on the Ford and built into the wheel on the Fiat. The Transit has its cruise control switches located on the steering wheel itself.
One small criticism here is that the Transit’s steering wheel switches aren’t illuminated at night, which is fine once you know where they all are, but not so good for a new driver or a rental customer.

Though both vans are fairly large, the Fiat feels the more truck-like as you ride higher up with a more commanding view of the road. The Transit does offer good visibility though, and now comes as standard with the Quickclear windscreen and daytime running lights.
Another standard fitment that should be applauded on the Ford is ESP, with integrated Hill Launch Assist. You’ll have to pay an additional £348.50 for the electronic safety net in the Ducato.

Talking of matters financial, the Transit T350 ECOnetic will set you back £25,420 plus VAT and OTR costs, though our test van came with a few extras like air-con (£650) and Ford’s rather small in-dash sat-nav screen (£1,000). The Ducato 35 van in 130 Multijet L3H2 specification starts at a spookily similar £25,450 plus VAT and on the road costs. But remember that’s without ESP or Start/Stop.

Both vans have a lot to recommend them, doing the heavy load carrier job with ease and coping with long or short journeys without any problems for the driver. You’ll visit the dealer every 20,000 miles with the Transit, while Ducato owners can wait until an incredible 30,000 miles have passed before calling in for an oil change. The Ford comes with a three year/100,000 mile warranty, while Fiat owners get three years/120,000 miles of cover.

So while Transit customers have now been offered an ECOnetic version of the long wheelbase Transit, it would seem that technology is catching up fast on the standard motors. Of course if you like the sound of Start/Stop and a speed limiter but don’t want the T350 model, you can also order the combination on any Transit under the ECO Pack option.

The positive news for customers is that whichever way you turn, fuel consumption seems to be getting better, while exhaust emissions continue to drop. And that has to be good for all of us.

We reported last year on the arrival of a higher-powered version of Nissan’s compact NV200 van. Now Dan Gilkes has his first chance to try one on UK roads. 
When we say high-powered of course, these things are relative. In the case of the NV200 that means that the 1.5 litre dCi engine pushes out a more respectable 110hp, rather than the standard 89hp, backed up by 240Nm of torque.

More importantly for any operator with longer journeys on their mind, the higher-powered engine comes with a six-speed manual gearbox, rather than the five ratios in the standard NV200. That ability to drop into sixth, lowering the revs while cruising, makes the smallest Nissan LCV a far nicer companion for longer distance travel.

I took the NV200 from Suffolk to Luton and back one day, and then on a return trip to Coventry the next, and would happily do the same again. Nissan’s promise of a combined 53.3mpg was a little optimistic, but high 40s are easily achievable, so there is little damage to the wallet from the additional horses.

The 110hp engine kicks out a relatively low 139g/km of CO2, which isn’t much above the 135g/km of the 89hp model. There is good news at service time too, as the 110hp NV200 only has to visit the dealer every 18,000 miles, while a three year/100,000 mile warranty should provide peace of mind for even the toughest users.

I’m not sure if it was just the more relaxing drive, but this NV200 also seemed more comfortable than previous test vans, though there are no reported changes to seating. I would happily do without the hard plastic bulge that houses the electric window switches on the driver’s door though.

Our test van came in the new n-tec specification, which sits above the SE trim and for £700 brings with it Nissan Connect sat-nav, cruise control and a driver adjustable speed limiter. Having the large navigation screen means that the SE’s reversing camera uses the big screen as a monitor, rather than the tiny screen in the dash, making it a much more usable system.

Despite its top-of-the-range billing though, our n-tec van had also been equipped with metallic paint (£350), carpet mats (£26.40) and the Safety Pack and Hi-Tec Pack, which include air conditioning, keyless entry, front fog lamps, a passenger airbag, side airbags, ESP and heated door mirrors (£1,100). That brings the on-the-road price to a fairly hefty £16,341 plus the VAT.

What remains unchanged is the NV200’s USP, a very compact van offering a huge 4.2m3 of load volume and a payload of 720kg. While there are certainly other vans out there with similar load carrying abilities, few can manage the tiny footprint that the Nissan offers, the high riding driving position or the ease with which it negotiates urban traffic. The turning circle is just 10.6m.

So if it’s such a good urban van, why opt for more power? It will of course depend on your operation, but the ability to add a little inter-urban travel to your city delivery schedule will increase the versatility of the NV200. It also makes the NV200 a far nicer drive. For many that will be reason enough.

NISSAN NV200 n-tec 110hp
Engine: 1.5dCi Euro 5
Power: 110hp @ 4,000rpm
Torque: 240Nm @ 1,750rpm
Transmission: Six-speed manual,
front wheel drive
Combined fuel consumption: 53.3mpg
CO2: 139g/km
Payload: 720kg
Towing capacity: 1,100kg
Price: £14,600 + VAT and on the road costs (without options)
Warranty: 3 years/100,000 miles

But from a first drive on and off-road at Ford’s Castle Donington launch, this Ranger was well worth the wait.

Capable of towing 3,350kg and a payload nudging the scales past 1,340kg, the Ranger is a workhorse that could well be in a class of its own.

With its well-rounded good looks and cab creature comforts that wouldn’t be out of place in most high end cars, it’s clear that Ford’s Aussie design team has come up with a serious challenger – alongside VW’s well-received Amarok – to knock Hilux off its top spot in the sector.

A 30-minute drive around Derbyshire took in both winding country lanes and a brief stretch of the dualled A453. The top of the range double cab Wildtrak 3.2 200PS TDCi auto was a commanding presence weaving through country villages. And it proved its mile-eating credentials on the open road. While there was only time to get a taste for high speed travel, this would be an effortless and comfortable way to cover long journeys.

We switched vehicles togo off-road, this time in the double cab Limited 4×4 (2.2 TDCi). It made light work of Donington’s course, powering through deep, wet mud. On the morning, a thin ice covering gave it a chance to show off Ford’s electronic stability program (EPC), never faltering on the most treacherous descents.

Ranger is offered in three cab bodystyles – double, super and regular – along with an extensive list of practical features that are available across XL, XLT, Limited and Wildtrak models. The pickup will also come in 4×2 and 4×4 drivetrains.

Ford claims it is “totally new from the ground up, Ranger was designed and developed to be best-in-class or among the leaders in every area important to customers, especially those whose use spans both work and leisure.”

Ford of Europe chairman and CEO Stephen Odell commented: “The all-new Ranger is a perfect example of how our ‘One Ford’ global strategy works. Far from producing a vehicle that is compromised by the need to serve different market requirements, it was developed by drawing on resources, facilities and expertise from Ford locations around the world to deliver an excellent product that will satisfy customers everywhere.
Designed and developed by a team based in Australia, the Ranger platform takes advantage of “global Ford assets”, particularly engines and six-speed transmissions proven in tough commercial-vehicle usage. The design and product development teams also had full access to Ford’s testing facilities and extensive pickup truck knowledge.

Ranger prototypes were tested in 15 countries to deliver a vehicle that is “tough enough for the harsh conditions of the Australian Outback, provides confidence when driven on high-speed German autobahns and is reliable when driven for hours in the endlessness of the Argentinean Pampa”.

Far-reaching
Volume production was begun in Thailand, for markets in the Asia Pacific region and followed by the newly revamped manufacturing facilities in South Africa, which produces Ranger for the home market and Europe, as well as emerging markets in Africa. Later this year, Argentina will begin production of the pickup for South America. Ultimately, Ranger will be sold in 180 markets, making it one of the farthest-reaching Ford products in the world.

Three new engines are available with the range topping 3.2 litre five-cylinder diesel Ford achieving a claimed 28.3mpg combined cycle on a 4×4 manual transmission variant to 28.7mpg on a full-option 4×4 model with automatic transmission. Ninety per cent of its peak 470Nm torque is available from 1,700 to 3,500rpm.

The 2.2 litre four-cylinder diesel delivers peak torque output of 375Nm and power output of 150PS by utilising variable geometry turbochargers that allow more accurate control of boost pressure over a wider operating range. This enables lower-end torque capability for improved launch and driveability. When fitted to a 4×2 model, the 2.2 litre engine returns 32.8mpg in a combined cycle.

Selected Ranger diesel models will be available with either a six-speed manual or six-speed automatic transmission to provide reduced engine rpm and extend its range on long highway trips or in city traffic.

Prices start at £15,515.

Simon Tooth

The new van comes in two body heights, with two wheelbases and with payloads up to 1,000kg. The latest Combo is obviously based on Fiat’s Doblo Cargo, but if you are going to use another company’s van as a base then International Van of the Year is no bad place to start. Vauxhall will be putting its own spin on the van as well, including the offer of a Sportive trim alongside the Base model.

“Sportive has been a huge success for us on other van models,” says CV brand manager Steve Bryant.

Around 30 per cent of Vivaro vans sold in the UK are the higher Sportive specification, with an even larger percentage of Astravans, reflecting their retail customer base.

The short wheelbase L1H1 van is expected to account for around 70 per cent of sales in the UK. It offers 3.4m3 of loadspace compared to 4.0m3 in the rather awkward looking L1H2, which will take just five per cent of sales. The remaining 25 per cent of sales are expected to be the longer L2H1 model, which offers 4.2m3 of load volume.

There are four Euro 5 driveline options, all of which come with a diesel particulate filter. The base 1.3CDTi engine offers 90hp and 200Nm of torque and drives through a five-speed manual gearbox. This engine can be ordered with or without a Start/Stop system, although at just £135 it seems odd not to specify the ecoFLEX version with Start/Stop, as Vauxhall claims it can save up to 4mpg.

A 1.6 litre CDTi engine is available, producing 105hp and 290Nm of torque and driving through a six-speed manual gearbox. There is also a 1.6 CDTi option with a five-speed Tecshift automated manual, that puts out 90hp and 200Nm of torque. The top of the range offering is a 2.0 litre CDTi engine, with 135hp and 320Nm. This comes with the six-speed manual gearbox. All of the 1.6 and 2.0 litre engines have Start/Stop as standard.

The Base models come as standard with electric windows, reach and rake adjustable steering, a full steel bulkhead, ABS and EBD, electric power steering and a driver’s airbag. Customers can choose between a spare wheel or a repair kit at no cost.

Opt for the Sportive van, a £1,270 option, and you also get air conditioning, metallic paint, body coloured bumpers and door mirror housings, a nearside sliding door, height adjustment for the driver’s seat, an armrest and lumbar support, plus full wheel covers. There are of course a host of options available to tailor either specification to your needs, including upgraded info and entertainment systems, sat-nav, Bluetooth connectivity, a PVC loadbay cover and a sound-insulated cargo space divider. ESP, which incorporates a hill start function, is an option.

Vauxhall claims some pretty impressive fuel consumption and CO2 figures for the new Combo. The ecoFlex version of the 1.3CDTi model is said to return a combined figure of 57.6-58.9mpg depending on body size, with emissions levels of 126-129g/km of CO2. Even the most powerful 2.0 CDTi engine offers a claimed 50.4mpg and just 148g/km.

Service intervals for all models are set at 21,000 miles and prices start at just £14,703 plus the VAT on the road.
Vauxhall is enjoying strong performance in the UK van market at present. The company’s share grew ahead of overall market growth in 2011, with Vauxhall claiming 11.61 per cent of the fleet market and a record 16.35 per cent of retail sales.

With the Combo arriving in dealers in February, the company will be dropping some models from the Astravan line-up. Both the 1.3 litre and 1.9 litre engine will no longer be available in Astravan, leaving just the two versions of the 1.7CDTi at 110hp and 125hp.

Higher up the range there is now a Vivaro ecoFlex model with a 62mph speed limiter to meet customer demand, while the company is also concentrating its attention on additional core conversions for the heavier models.

“European Whole Vehicle Type Approval comes next year and it is going to restrict body builders,” says Mr Bryant.
Talking of conversions, there are no plans to bring in a pick-up version of Combo yet, based on the Doblo Work-Up, though he says that the company has access to the vehicle if it sees a market opportunity. There are also no plans for a crew van people carrying version of the new Combo at present.

For now Vauxhall is concentrating on establishing the new Combo in the UK. With a much wider range of body capacities and payloads, plus a proven range of drivelines and specifications, the company is well placed to take advantage of any upturn in the market.

Lorna McAtear, fleet commercial vehicle manager at E.ON, is an IT specialist whose first job with the company was as an IT project manager working on a carbon reduction programme. That put her in touch with the fleet management department looking at telematics which in turn led to her joining the fleet team.

She doesn’t see any contradiction in the move: “Vehicles are increasingly moving from pure mechanical technology to electronic. So mine was not a bad move at all.”

She manages 2,100 mainly light commercial vehicles. E.ON is a global company and tenders on a pan-European basis and have recently entered into a contract with Ford and VW for its fleet.

“Under this deal we would always look to source vehicles from our partners but we all recognise that there are times, for example when availability on a model runs out, we might then have to step outside the deal to get appropriate vehicles,” says Ms McAtear.

In a recent order, the Hilux won out over the Ford Ranger, at the time still only available as the old model, but Ms McAtear is keen to put the new Ranger through its paces – an IT specialist maybe, but clearly comfortable in the driving seat too.

Vehicles are bought from the manufacturers but leased through Lex. Replacement policy is five years or 100,000 miles. “Most vehicles are driven to the location, and parked up while work is carried out so mileage is not that big – until you get to Scotland. They really are work tools,” says Ms McAtear. “We look at the whole life cost of the vehicle against need.”

Part of that whole life cost is servicing, the majority of which is outsourced with BT Fleet currently holding the tender. Lex manages the conversions though the fleet department has close relationships with the converters, working with them on developing racking and storage requirements.

Telematics is where Ms McAtear came in so it’s no surprise that she is so enthusiastic about what it offers fleet managers.

“We went to telematics with Trakm8 three years ago. Trakm8 was one of the few companies that provided CANbus diagnostics which gave me more information about the vehicle. We didn’t want to work with a company that kept going on about drivers. We trust our drivers but we wanted actual information on the vehicles, including accurate CO2 information.”

That information can inform buying decisions, says Ms McAtear who has recently put some Fiats on fleet.

Driver training is carried out on a risk assessment basis which includes a DVLA check and factors in driver attitude, vehicle and type of journey. It covers everyone who uses a vehicle on E.ON business and Ms McAtear claims a safety record “at least on a par with other utility companies”.

E.ON is both a generator of electricity and supplier to the end-user. So it has more than a passing interest in electric vehicles. The fleet departments have trialled most electric vehicles and use several old-style electric commercials (“milk float technology”) as run-arounds at their power stations. E.ON also has charging points at most of its major offices and runs a couple of Mega Vans between its Nottingham buildings. Its fleet includes Leafs, Peugeot iOns and it has electric Connects and Kangoos on demo.

“I don’t think battery technology will change much in the next five years unless someone comes up with something radical” says Ms McAtear. “There’s nothing much else out there.” So she believes the most pressing challenge now is developing the technology to deliver the electricity – charging points, potentially including wireless – and putting in place an infrastructure. E.ON is currently working to find those solutions.

“It’s been a long journey but manufacturers are getting there with electric vehicles,” says Ms McAtear. “There are still serious challenges but if we can’t solve some of those, who can?”

Hidden within a vehicle by one of Tracker’s installers, the system uses driver tags to identify that the driver of the vehicle is authorised to do so. If the driver tag is not present when the vehicle is started or if it is lifted and towed away, Tracker Cat 5 Plus will send an alert to the secure operating centre (SOC) who will contact the owner to confirm the vehicle is secure.

As with all Tracker ’s SVR solutions, Tracker Cat 5 Plus takes advantage of both GPS and VHF technology, and is operated by all UK police forces to locate stolen vehicles. When a vehicle is stolen, the customer reports the theft to the police and obtains a crime reference number. The SOC then activates the unit, which emits a unique VHF signal and GPS positions, guiding police to the vehicle’s location, even if it is hidden in a shipping container or an underground car park.

The Business Centre at Citroën Slough has just completed a van and car fleet deal with Logistics International plc and its recently formed subsidiary Wildfield Ltd. As part of a fleet replacement programme, the specialist IT engineering service companies have taken delivery of 43 new Citroën vehicles. The batch of vehicles includes 26 Berlingo HDi 75 manual L1 625 Enterprise vans.

Leatherhead based Logistics International plc offers its UK and European customers a wide range of IT engineering services. The new Citroëns are being operated on 36 month, with maintenance, contract hire agreements with Citroën Contract Motoring. Dependent on application and location, Logistics International’s vehicles will cover between 90,000 and 105,000 miles, both in the UK and Europe, during their service life with the company.

All the volume vehicle segments experienced increases in average values during February, says Manheim. Car derived vans increased 7.9 per cent (£204 to £2,785). Small panel vans rose 4.3 per cent (£181 to £4,410), large panel vans over 3.0t were up five per cent (£194 to £4,061) and large panel vans under 3.0t rose 2.9% (£122 to £4,312). 4x4s only increased by 0.3 per cent (£27 to £7,637). Boxes and Lutons were down 4.5% per cent (£279 to £5,982).

James Davis, director of commercial vehicles, Manheim Remarketing said: “Behind the headlines it is the segment data that requires close scrutiny in order to understand what is driving the wholesale van market. When compared with the same period last year stock levels are down nearly 30 per cent as in the first quarter of 2011 there was still a considerable influx of stock from high profile business failures. Our buyers are generally reporting mixed fortunes with regard to retail demand but attendances in the halls and online are at record levels.

“The small panel van segment has always been a great barometer of the health of the UK SME sector. We have seen average selling price increase year-on-year by 14 per cent (£558) despite being five months older with 3,300 more miles. Howeverthe differences between vans sold to a hall bidder and those sold online are interesting. While age and mileage have increased for both, it is less pronounced for stock sold online. The year-on-year increase in average selling price for vans sold to physical buyers was £88. These vans were seven months older with just over 6,000 more miles. A different story altogether with vans sold online. Here average selling price has increased £560 year-on-year despite age increasing by three months and mileage by 4,600. Vans sold online are clearly the younger, lower mileage examples being fought over by all buyers.”