FIAT PUNTO IMO
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Changes to vehicles these days originate as much from emissions regulations as they do front market forces and competition. The latest truck engines were all designed with at least Euro-2 (some with Euro-3) in mind and the principle also applies tol.CVs.
The most recent example is Fiat's Punto Van TD60 which became available at the beginning of August with a "soft" turbo-diesel engine to meet the noise and emissions regs due at the beginning of October.
The TD60 also comes with a new oxidising catalyst and is priced at £7,128 (ex-VAT) compared with 0,000 for the naturally aspirated variant. Apart from that the van is much the same as the one we tested in October (CM10-16 October 1996). There is no penalty in terms of payload as the CA' W has been adjusted to 1,460kg from 1,445kg and hut for the engine the specifications remain the same.
1 lorsepower goes up 10(% to 62hp (46kW) while torque increases 20°.) to 871bft (118Nn). So leaving aside emissions, the two changes over the naturally aspirated variant are likely to be in terms of straight-line power and fuel consumption.
With a catalyst restricting the way the engine breathes, our initial reaction was to expect a worse fuel figure than with the previous Punto diesel. On the other hand, increases in power and torque could well counter this and the increase in GVW is insignificant. Only one way to find out... the Kent test route never lies.
Our original figure for the Punt() was 47.2mpg (5.981iti 100km) so the new figure of 45mpg (6.31it/100km) is perhaps disappointing-48mpg is about right for the class both for hatchvans tested in the past few years and the Fiesta van tested in June. One of our testers noticed the van chucking out a fair amount of smoke on full acceleration and Fiat has confirmed the engine's timing was slightly out, so we can expect the figure to be higher.
Meanwhile, if fuel ec( no >my isn't the beall and end-all for your operation, there are a number of other commendable aspects to the Punto's productivity.
Its payload, for example, is at the top of class coming in at just 25kg less than the Vauxhall Corsa's first-place 400kg. And even if your business deals more in bulk than weight the Punto's load volume is right up there at 1.07m3. This is only beaten by the Ford Fiesta's 1.1 m3 but the Punto is a touch boxier and therefore the load volume is more useable.
You're always going to get a high loading level with hatchvans and the Punto is no exception. In fact it's rather worse than the other contenders—up to 50mm higher in some cases.
The build quality of the Punto has to be praised. It's well put together and generally feels solid. rather more so than other hatchvans excluding the Ford Fiesta.
The Punto was no slouch in the naturally aspirated dim] variant. It was beaten only by the Clio and Fiesta in off-the-line acceleration and we reckon it will have caught them up with the latest boost in power and torque.
Its hill climbing times are evidence of this as it easily managed the M20 climb at 70mph without chopping to fourth gear. The A20 time was a very respectable one minute six seconds—just one second behind the Fiesta. Unfortunately we were baulked on the A20 in our original test so we can't compare but we've no doubt it's an improvement. The power delivery itself is nice and linear with hardly any noticeable turbo thrust. The extra torque is certainly welcome around town with more flexibility in third and fourth gears. Noise levels too have been improved and there's no annoying turbo whistle.
As for the vehicle's handling, it's OR hut nothing special. You're quite likely to get a squeal out of the back wheels during cornering but this is predictable and not too much of a problem. The steering also lets the handling down as it's not that precise and could be lighter at low speeds.
But the ride is fine with no significant difference between its laden and unladen capabilities. That also goes for the gear change, which is light with just a little notch Mess.
The brakes bite well initially and fairly near the top of the pedal travel. However to get the full benefit you have to give the pedal a good hard shove.
The l'unto scores reasonably well in terms of cab comfort. There are no problems getting a decent driving position as both seat and steering wheel are fully adjustable. All controls are well placed and the dash is clear and uncluttered. There's a footrest to the left of the clutch pedal which some people like but you can catch your foot on it when depressing the clutch.
Other features include a rear screen demister; a decent radio; an easy-to-read analogue clock, and internally adjustable wing mirrors although these are far too small.
Where the cab is let down is in its stowage space. A convenient compat talent under the steering wheel can be used for credit cards, coins and the like hut the door pockets are too stingy to be much use, Overall the ['unto's interior quality is
fine cornpared with most hatchvans, the new Fiesta has set the standard
for a pleasant well-designed cab but the Punto isn't far behind.
The hatchvan market is notoriously competitive and choosing the right model can easily come down to prejudice, brand loyalty or dealership proximity. The arrival of this latest soft-blown Punto has done little to change the status quo.
Our previous opinion of it as a well-made van that goes well and carries more load than most holds true—and it goes better now. Its fuel economy isn't the greatest hut it's not too far behind the competition.
The final consideration, of course, is price. The Punto is significantly cheaper than the offerings from Ford and Vauxhall. So while it may not have the sophistication of a Ford Fiesta there are plenty of operators who'll be happy to drive it home with well over a grand left in their pocket.
. by Charles Young