1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164 
Mercedes-Benz provided a challenging venue for the International launch of
Page 19
If you've noticed an error in this article please click here to report it so we can fix it.
the Vito in the hills adjoining the Rhine valley west of Frankfurt. Although there was limited opportunity to sample high-speed autobahn running, it provided ample scope to try out the handling and performance in tough conditions.
Our first drive, more for novelty value than anything, was of the Vito 122 with its 42-litre VS and auto box. As you might expect, this produces lots of snarling sound and fury, but is unlikely to find too many buyers. The main interest for us was to use it as a gauge to the reserves of ability provided by the chassis, and initial impressions were very positive.
They were reinforced by the second hour-long drive, this time in a 115 CBI. It took no distance at all to realise that the dashboard gear change is hugely improved, to the point where it is as good as any available. Ride and handling normally involves some compromise to one or the other, but the Vito handles both equally well. The electronic chassis works unobtrusively but effectively, waiting in the background for a chance to join in when things get fight. Performance is quite adequate for even the most demanding blue-light application, although the narrower torque band of
the 148hp engine means that full use has to be made of the six-speed gearbox to keep it on the boil.
The 109 CBI is the lowest powered of the range but doesn't feel it thanks to a shorter final-drive ratio.
Although this naturally reduces top speed and Increases revs at a given speed, it actually feels as lively and more flexible than the 150. This version came with the most basic cab trim, but even so it exuded a level of quality not seen in any competing products. The only downside was the vinyl seat trim, which while undoubtedly hard-wearing and easy to clean, had us sweating profusely after half an hour in less than tropical conditions.
Criticisms? There are very few, really. The cab doors don't open as far as you would expect, but after the first couple of times it ceases to be an issue. Visibility is somewhat compromised by the sturdy double-strut A-pillars, especially on such twisty roads, but that is a penalty of improved crash protection. And engine noise suppression, especially under acceleration, could be better but it improves considerably at steady speed.
While the reasons given by M-B's executives for the change to rear-wheel drive, including better traction, manoeuvrability and loading height, didn't entirely convince us to start with, there's no doubting that the new Vito is a significantly better product than the current model. While we will reserve our final judgement until we drive UK vans on UK roads, it could be that the bar has been raised another notch or so.