AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

TIME TRAVELLER

18th November 2004
Page 40
Page 41
Page 42
Page 40, 18th November 2004 — TIME TRAVELLER
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

The V-B Vito has just been awarded the International Van of the Year award. But is its double-cab derivative, the Dualiner, worthy of the title?

Just as the nature of jobs has changed repeatedly,the vehicles that go with those shifting occupations come in different shapes and sizes. And all have their role to play.

But whereas one year tippers may be the popular choice due to increases in the housing construction market, for example, the next year might see a rise in 7.5-tonners. Current demands in the market have seen a rise in popularity of double-cab panel vans, and for good reason— versatility.

Imagine the scenario: you've loaded up the equipment/goods, but what about your colleagues? If they're complaining about being strapped to the roof then a double-cab setup may be the answer to your problems.

While outright loadspace may be compromised they still provide enough to be a useful workhorse in most circumstances.

Mercedes originally introduced the current Vito last year. It was noted for its completely new design and construction, providing a real advancement on the model it replaced.

So much so in fact that it won this year's International Van of the Year award — gaining the judges respect for its car-like layout and traditional Mere qualities such as construction and technology.

As with any decent modern van the Vito Dualiner (twin-cab) covers all bets when it comes to variety, keeping most people and their requirements happy.

So, take a deep breath. Ready? You get three wheelbases —compact (test vehicle), long and extra long —and a high roof version, only available on the long model.All these sizes come in both panel van and Dualiner form.There is a choice of three power outputs from the 2.1-litre common-rail turbo-diesel unit — 88hp.109hp and 150hp (test vehicle).

Still with us? Ok. Payload for the Dualiner varies from 1,015 to 1,080kg, while load volume ranges from 2.63m3 for the compact to 3.95m1for the high-roof long model.

Standard equipment has not been ignored and for your money you get a six-speed manual 'box, electric front windows, adjustable steering wheel. CD/radio, remote central locking,A BS, ESP (electronic stability program) and a driver's airbag.

Nearly there. Extras are in abundance and the pick includes the COMAND navigation system (which allegedly can locate the nearest cinema/petrol station/restaurant, as well as Sheffield), a 5-speed automatic for urban work, a parking sensor for part-timers and an alarm system for thieves. Now relax.

Competition is tight in the category with Vauxhall's newly introduced Vivaro doublecab (3.3 or 4.2m3 load volume for the MVVB or LWB respectively), Volkswagen's Kombi Transporter (2.8m approx for the SWB) and Ford's larger — and heavier —crew-cab (6.7e).

Prices start at £13,230 for the basic Vito 109CDI with an extra £945 to add for double rear seats. Our test vehicle came to £16,765 (£15,674 for basic 115CDI plus £1,090 for Dualiner package, with three rear seats).

Productivity

At 2,940kg GVW the Vito is by no means a lightweight.And though having the most powerful engine in the range may have its advantages when in a hurry, logic dictates that when the two elements are combined fuel economy will suffer as a result.

When we first tested the Vito (CM 19 Feb) it was the lowly 88hp everyman version and produced 35.3mpg for a laden run. This time round expectations were lowered so 32.2mpg laden for a vehicle with an extra 62hp was credible, as was 38.1mpg for an unladen run round the Kent test route.

Out in front on the fuel stakes was Volkswagen's Transporter 174 (ironically the most powerful vehicle in the category with 172hp) with 36.8mpg Laden and 43.9mpg unladen.

Loadspace may have been compromised due to the second row of seats but there's still a useful amount. Furthermore actual payload is 1,080kg— but, if your passengers are on the heavy side,you can write off a chunk of that.And with a low loading lip and near vertical side walls the area can be fully utilised, though a negative point is the lack of bulkhead which allows objects to slide under the rear seats when braking or turning into corners. But your colleagues should be happy in the rear as they get a decent amount of legroom and comfortable seats.

All Vitos come equipped with Mercedes' ASSYST service interval indicator, which enables flexible oil-change intervals based on actual vehicle usage. Or put plainly it can extend service schedules You also get a rather generous three-year/125,000-mile warranty

On the road

It may only be a van but the Vito is a handsome fella, at least in compact guise. Its dimensions are well proportioned, while the styling has been aimed at reducing its visual size; or making it look smaller if you like.

The downward curve just before the C-pillar does wonders in deceiving the eye and minimising the slab-sides that can't be helped if you want to maximise space. And those sleek dimensions are not just there for show — the Vito has a Cd factor of 0.33, very low for a panel van.

Start it up and the engine idles evenly. Responsiveness is also good with little turbolag and a useful spread of torque in the midrange.The dash mounted gearshift is well positioned and operates with a high degree of precision, allowing you to utilise all the power.

It may be a six-speeder but it's not a chore around town and the torque level is strong enough to reduce gear changes. Overall acceleration is also of a decent standard, allowing you to maintain a brisk pace on motorways and A-roads — you can definitely feel the difference compared to the entry level power unit. Body control is also of a high standard, even at speed, and cross-winds fail to disturb its composure.

This element is carried over into the corners where the Vito holds a line in a safe,reassuring manner.The chassis feels unruffled and when pushed (someone's gotta do it) there's a degree of over-steer that comes with plenty of warning. Feedback from the steering is adequate though the turning action feels a little light compared to some beefier setups.

At lower speeds you have to make slight adjustments since the seating position is so far back in relation to the front wheels — it's hard to judge where the front of the vehicle starts. This is further hindered by the thick A-pillar that includes a triangular glass area located ahead of the door mirrors, which may be on the large side themselves but provide only average rear vision.

Mercedes has aimed to make the Vito drive more like a car than a traditional panel van, and there's nothing wrong with that. But though it's a small complaint the transition has P. produced the aforementioned side-effect. However, keeping things in perspective it doesn't detract greatly from the Vito's overall dynamics. It's an above average driving companion that should not catch anyone out, even when fully loaded.

Cab comfort

Stepping into the Vito you immediately notice the low level of the cab floor, and then the seating position, which is also set far back compared with other vans in the class.

It's obvious that Mercedes wanted to give the Vito a car-like character in the way it drives (see 'On the road') but also in the way it looks and feels:The long, sloping A-pillar gives you plenty of room in the cab but it actually feels a little wasted since the top of the dashboard stretches quite far forward to meet the base of the windscreen.

Whatever,it's not detrimental to the overall feeling which is one of modern design and typically sound German ergonomics — they seem to get it right every time.

Getting comfortable shouldn't be a problem with a driver's seat that is adjustable for length and height, coupled with a multi-adjustable steering wheel.

Having said that one of the lankier CM test team members felt they suffered from long-leg/short-arm syndrome, even after going through the plethora of adjustments And the next adjustment is to get used to the foot-operated parking brake. Not a major hurdle but one to remember, especially when sat on a gradient. Another German-ism is the single column stalk that houses indicators/wipers/beam; but, if it's good enough for the passenger cars, it's good enough for us.

Storage is also catered for with decent sized door bins that include a large bottle holder, several small cabby holes, a glovebox and a central A4 sized tray located on the top centre of the dash. But for those carrying plenty of gear, and passengers, a parcel shelf may be an idea.All controls have a sturdy feel to them though the plastics used on certain parts of the dashboard feel a little cheap.

Once up and running the cab feels a safe and quiet place to be: the typical German build quality shines through. Road and wind-roar are kept to a minimum, even at high speeds, with the biggest interference coining from the engine.

For our verdict, see page 45

Tags

Locations: Sheffield

comments powered by Disqus