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ifittIO!
The Vauxhall Vivaro now comes with a power ful 2.5-litre engine under the bonnet. So can
you ever have too much of a good thing?
Vauxhall's Vivaro, with its Renault and Nissan clones, presents us with a mini dilemma. Every time we sample another one we have to stop and reflect on whether we've really got it right. Is it really that good?
Vauxhall's Vivaro, with its Renault and Nissan clones, presents us with a mini dilemma. Every time we sample another one we have to stop and reflect on whether we've really got it right. Is it really that good?
Vauxhall's Vivaro, with its Renault and Nissan clones, presents us with a mini dilemma. Every time we sample another one we have to stop and reflect on whether we've really got it right. Is it really that good?
After all, the likes of Ford, Mercedes and Volkswagen have been making vans for years. But apart from the best-forgotten Arena, this is Vauxhall's first foray into the smaller end of the panel van market since the CF.
Having driven enough different versions of the origina11.9-litre van to salve our collective conscience, the time has come to try out the first major mechanical variation from the launch specification: the 2.5DTI 16v.
Product profile
A significant number of operators are looking for more power in their vans; this is the Vauxhall/Renault alliance's answer.
Like the original 99hp 1.9DTI the 2.5 is a fourpot common-rail turbo-diesel, but there's more to it than a 30% increase in swept volume.The 1.9's single-overhead camshaft and two valves per cylinder have been doubled up to ease the engine's breathinglhe result is a lightly stressed 133hp with 310Nm of torque.
The cost for this extra helping of power is £1,335 (ex-VAT) and it's available with every body combination.
The cost for this extra helping of power is £1,335 (ex-VAT) and it's available with every body combination.
The cost for this extra helping of power is £1,335 (ex-VAT) and it's available with every body combination.
The cost for this extra helping of power is £1,335 (ex-VAT) and it's available with every body combination.
Just to recap, these are standard and high roof, short and long wheelbase, and two chassis ratings; nominally 2,700 and 2,900kg GVW. Since the CV Show in March the range has been completed by a chassis-cab version.
Originally a limited edition Astravan,the Sportive has been adopted as a mainstream specification level on theAstravan and Vivaro. On the latter, it's available as a short-wheelbase 2700 standard roof,with the 1.9 or2.5DTI engine.
Choosing comparators for the Vivaro 2.5 wasn't easy as our recent tests of its obvious opponents have been of the more modestly powered versions. Undisputed power king of the 2.8-ish tonne van sector is the Volkswagen T5 with 173hp; its second highest rating is 129hp, just behind the Vauxhall.
Also newly arrived from a German maker, the Mercedes Vito can be had with 150hp on tap, but we haven't driven that on UK roads yet. Mercedes also does the 156hp Sprinter 216, while Ford's latest high-torque Transit 135 can be had at 2.8 tonnes. But, if you feel the need for more than 130hp with a GVW below 3 tonnes, that's your lot.
Productivity
As usual we assessed laden and unladen fuel consumption with a couple of laps of our Kent van test route.The two runs were made on consecutive days but traffic conditions varied so much that the laden run was faster than unladen.The laden fuel return of 32.9mpg is respectable if not outstanding, but the easy running nature of the torquey engine led to a very respectable 43.5mpg unladen.
The nature of the lightly stressed 2.5-litre is such that while a full load is bound to affect fuel economy, it's hard to envisage any main road terrain that would significantly affect journey times.
Buyers of '2.8-tonne' vans don't tend to be too bothered about payload, otherwise they'd be going for the full 3.5 tonnes.The Vivaro, while not quite the lightest in its class, does offer ways to tailor its capacity to your needs. Specifying the 2.5-litre engine adds 79kg to
the kerbweight of the 1.9DTI, but the increased GVW recovers all but 19kg of this. Adding the Sportive pack means giving away another 37kg and the two together bring the net payload down to just 890kg. But if you do need to maximise payload the 2900 rating adds 205kg for £200.
This example was equipped with a full steel bulkhead, twin rear doors and twin side loading doors.The bulkhead and the second side loading door are options, priced at £75 and £250 respectively. Factor in the options of glazing in some or all of the doors, or having a top-hinged tailgate or 250° barn doors, and the permutations are almost limitless... certainly more than our calculator can handle.
This example was equipped with a full steel bulkhead, twin rear doors and twin side loading doors.The bulkhead and the second side loading door are options, priced at £75 and £250 respectively. Factor in the options of glazing in some or all of the doors, or having a top-hinged tailgate or 250° barn doors, and the permutations are almost limitless... certainly more than our calculator can handle.
Servicing every two years or 18,000 miles and a decent warranty (12 months' unlimited mileage and three years'/100,000 miles' cover) should help to contain running costs. Security levels on the Vivaro are good — standard features include remote central deadlocking of all doors and the fuel cap; an immobiliser; freewheeling lock barrels; a remote radio display; and a warning buzzer for key left in ignition.
On the road
One of our first journeys in the Vivaro 2.5 was an early morning run from Sussex to the outskirts of Dover, via Detling Hill. We hadn't travelled far when we wondered: "Can we do it all the way in top?" It turned out to be no challenge at all.The engine pulled happily from 1,000rpm and completed the whole journey in sixth with no complaint. But that's not how to get the best from this engine. Like many modern engines which are designed to reduce emissions and fuel consumption, it has a relatively narrow peak torque band.This is harnessed to a six-speed gearbox which doesn't only look impressive on the spec sheet but also provides the right gear for every situation. Overall gearing is very high with no less than three overdrive ratios —1,00Orpm equates to 31mph (2mph more than the 1.9) thanks to 205/65 R16 tyres instead of 195/65s. Incidentally, the speedometer proved remarkably accurate, reading just 2mph which doesn't only look impressive on the spec sheet but also provides the right gear for every situation. Overall gearing is very high with no less than three overdrive ratios —1,00Orpm equates to 31mph (2mph more than the 1.9) thanks to 205/65 R16 tyres instead of 195/65s. Incidentally, the speedometer proved remarkably accurate, reading just 2mph which doesn't only look impressive on the spec sheet but also provides the right gear for every situation. Overall gearing is very high with no less than three overdrive ratios —1,00Orpm equates to 31mph (2mph more than the 1.9) thanks to 205/65 R16 tyres instead of 195/65s. Incidentally, the speedometer proved remarkably accurate, reading just 2mph
optimistic at 70mph which is much better than the usual error of 5-10%.
The Vivaro 2.5's 136hp engine doesn't produce its power in an outrageous or embarrassing way, it simply has plenty in reserve for any eventuality. Making reasonable use of the available gears, it has the ability to get from A to B briskly and with no fuss, safely outpacing slower traffic. On motorways, progress is easy — our regular M20 test climb easily maintained the speed limit while laden.
Look through any book of quotations and you'll find that with power should come responsibility.We knew from previous tests that the Vivaro's chassis has considerable reserves of ability, and the 2.5 spec adds ABS and EBD electronic braking distribution as standard. They allow safe braking into corners without being thrown through the hedge, calmly scrubbing off the speed with no drama.
Handling is excellent, quite neutral with a small amount of user-friendly understeer to let you know in good time if you're overdoing it. Our time within the closed confines of the proving ground session allowed us to determine that there are still reserves available beyond the speed limit. For those long international courier trips to Munich, threefigure speeds are not only achievable but feel completely safe.
The really outstanding thing about the Vivaro, however, is what can only be described as a smoothness that takes the rough edges off everything. Noise, ride, engine, gearshift — everything feels like all the corners have been sanded. The tickover noise level of 46.6dB (A) is one of the lowest we've ever encountered; the previous record holder was Scania's P-cab. In any case, anything much below 50dB(A) is probably quieter than the background noise. At higher speeds a good test of noise intrusion is to set the radio to a comfortable level at ■
30mph and then compare it at 70mph. Radio 4 needed no increase in volume, helped by a decent full bulkhead.The lack of wind noise is remarkable, and while road noise is present sometimes, it is never intrusive.
Cab comfort
The £1,000 Sportive pack provides an interior which is identical to all other Vivaros apart from the extra toys.These include air-con, heat reflective windscreen, electric windows and mirrors, an ultrasonic remote alarm system and an RDS
radio/single-disc CD player.The other Sportive features are external, comprising alloy wheels, fog lights and a variety of paint finishes (choose between solid white and red, silver two-coat metallic or black pearlescent).
The cabin interior is fully trimmed apart from the top of the door frames, but on our silver example the painted metal was barely noticeable.Apart from the black steering wheel and dash top the interior is almost entirely light grey. Our experience is that it shows the dirt easily but cleans just as easily.
Some of the materials look softer than they actually are, but the interior is well put together, making it completely free of rattles and creaks.
The driver's seat is very comfortable, and all three seats have adjustable head restraints and seat-belts. Only the driver's airbag is standard with a double-sized passenger bag optional.
Controls are smooth with the resilient but precise feeling we've come to expect throughout the Vauxhall/Renault joint ranges. Cross-cab access is slightly hampered by the dash-mounted gearstick plinth but it's possible if your legs aren't too chubby.
The comprehensive instrument set includes the standard Renault-issue digital odometer that doubles as an engine-on oil check.The dash above the radio houses a multi-display information panel; when not displaying radio information it helpfully shows outside temperature, time and date.
Our test van came with the Siemens-badged NCDR 2011 audio system, which features a simple but effective "turn-by-turn" sat-nay system and steering wheel controls.At £750, this system is a good compromise, offering effective navigation at relatively low cost.
Storage is generous, including double compartment door bins each side which are large enough for a big drinks bottle, and a good selection of shelves around the cabin, including a glovebox with a spectacle holder. Good visibility through the sloping side windows is enhanced by effective dual-zone wideangle mirrors which are electrically adjusted and heated. It's not possible to see the front of the bonnet, but it's nearer than you think. •