FIAT DUCATO 10 2.130
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IPRICE AS TESTED: £12,765 (ex-VAT). ENGINE: 2.8 litres, 86hp (64kW). GVIV: 2,800kg. PAYLOAD: 940kg. FUEL CONSUMPTION (laden): 27.9mpg 10.11it/100km). Answering critics of its dungeon-like cabin
accommodation, the Severs builders have called in the interior designers.
Commercial Motor tests the end result in its Fiat form and finds the cabin revamp is a much better driver's environment— and most, if not all, the niggles our roadtesters had in the past have been eradicated. ucato is the Italian word for dukedom. But while our leaders were beginning their plan to legislate our own dukes out of existence, the Italians were quietly plotting to improve the appeal of this particular duchy. The previous Ducato, in common with its Sevel partners from Citroen, and Peugeot, was never a bad product but it has received some negative press recently, mainly on account of its dated, dark and gloomy cabin.
Proving that some well-meant criticism gets heard, the 2000 m el year range has a whole new image from the driving seat.
PRODUCT PROFILE
As face-lifts go, the Ducato's is pretty low key. From the outside, only the reshaped mirrors and the new combined rear step and bumper give the game away—Fiat hasn't even included the new corporate centenary badge. Changes underneath are limited to a new front anti-roll bar. The real improvements lie within.
If the latest Ducato looks much like the old one, the chances of meeting one with an identical spec are fairly remote. Van-wise, there are three wheelbases, from 2.85 to 3.7om, and three roof heights. The Ducato io has a GVW of 2,800kg; them has 3,250kg; and the Maxi is rated at the full 3,500kg. For those providing their own bodies, there are chassis-cabs (single or double); a van-floored chassis-cab without rear bulkhead; and a chassis-cowl version.
The choice is further widened by the range of engines. There are diesels of 1.9 and z.8 litres, in naturally aspirated and turbocharged versions, with power outputs ranging from 67 to rzahp. And a 2.0-litre petrol of io7hp is also offered. Not all models are offered with all the engines, but the 2.8D is new to the Ducato TO, while the 14 and Maxi versions only come with the 2.8D and 2.8id TD units.
Transmissions are easier. All models share the same basic five-speed front-wheel-drive unit with gears selected by a cable-operated lever mounted on the dash. The only differences are gearbox and final-drive ratios.
The model we've tested is close to the lower end of the range, being a short-wheelbase, low-roof Ducato to van with standard spec. Its only extravagance is the naturally aspirated 2.8D engine, which is not quite the turbodiesel without the forced induction. The range-topping 2.81d TD uses a modern directinjection system, while our unblown version makes do with older indirect-injection technology. Its maximum power output of 86hp is developed at 3,800rpm while its r8oNm torque peak is on tap at 2„000rpm. However, the numbers don't tell the whole story.
PRODUCTIVITY
The main drawback of the 2,800kg GVV/ Ducato ro compared with the Ducato 14 3.25tonner is payload. With the same spec both versions weigh the same, so the 14's extra 450kg capacity is all usable. Carrying a full tank of diesel and our (sadly, imaginary) 75kg driver, the lighter van gave us a net payload of 940kg, The Ducato ro's real attraction is its 7.5m3 load volume. If your loads cube out with weight to spare, the little Fiat will do the job and save you a pre-VAT L2,020.
A full bulkhead is an option, although the standard half-width ladder frame combines with the seats and head restraints to ensure that nothing very large can reach the front. Big packages on the floor are also kept back by a large lip at the front of the loadspace, and there are six tie-down points. The new rear bumper is advertised as incorporating a step, but it's almost at floor level and more use as a ledge to rest packages on while opening the door. In any case, the 54omm floor height is not too high in one go. The rear doors stop at 9o° and 18o° and the ez.m-wide nearside sliding door should swallow most things.
The Americans say there's no substitute for cubic inches. The performance benefits are obvious, but a bigger engine working less hard can also deliver better fuel returns if the right foot is restrained. The laden journey around our Kent test route resulted in a parfor-the-course 27.9mpg, but the unladen trip was beset by unusual traffic conditions, thanks to an early attack by the millennium bug on Surrey's traffic light system. Thanks to this unusually slow trip the Ducato achieved an impressive 50.2rripg (5.61it/iookm).
The 2.8D engine's older technology is unfortunately reflected in the fact that it needs an oil change every 6,000 miles. The 1.9 models go 9,000 miles while the petrol and 2.8 turbo models last for 12,000 miles.
Vehicle security features include Fiat's passive immobiliser system, a locking fuel filler cap and unglazed rear doors. Central locking as standard would be nice, though.
ON THE ROAD
In these days when the turbo-diesel is king, it's refreshing to be reminded of how pleasant a large capacity but lightly stressed unblown engine can be. Power delivery is linear, with none of the lag or sudden rushes associated with turbos. The engine pulls smoothly from very low speeds, which makes heavy traffic almost a pleasure to negotiate. Fully laden, the performance up to 40mph or so is sprightly, although the last few mph are disproportionately slower, rnalcing our standard test track figures look worse than they feel, but once speed is attained it is maintained easily. So for those who buy this 2.8-tonne version, if they are running with light and bulky loads, as is likely, the Ducato really flies. On our M20 test climb up Wrotham Hill it maintained 70mph with less extra throttle than we can recall on any similar sized van.
Although it's more shortly geared than is fashionable, the ratios are well spaced and a good match for the engine, but a Ducato ro's driver is going to have to be pretty committed before putting his licence at risk on a motorway. The only time the gearing is noticeable is pulling out of a junction in a hurry and using all the gears. For a few moments it cornbines with the low-geared steering to make for a high workload. The gearing also made short work of the r-in-3 test hill restart.
The worst part of the Ducato driving experience is the noise level. The sound of the exhaust outlet, just behind the driver's door, is noticeable but sounds sporty enough not to be unpleasant. The greatest intrusion on most surfaces is tyre and road noise, exacerbated by the lack of a full bulkhead as standard.
Another persistent, but more easily rectified, noise source is the side-loading door, which rattled annoyingly throughout the test.
The simple but well sorted suspension works well, with little difference in behaviour whether laden or unladen. Exploring its limits at the proving ground revealed it beginning to understeer gradually, but without any nasty surprises up its sleeve. The ride is interesting as it copes well on poorer surfaces but can get decidedly fidgety on some motorway sections.
The brakes are pretty basic, with nonventilated discs on the front and drums at the back, and without the ABS option; but their performance is more than adequate. And at this time of year the lights get a good appraisal—the Ducato's are well up to the task.
CAB COMFORT
Given that the whole point of the recent changes to the Sevel van range is to freshen up the interior decor, the big question is, do they work? The good news is that the best features of the cabin are still there, but most of what needed to be changed has been.
New dash moulding material in light and medium grey combines with light A-pillar trim and roof lining to give a much airier feel. The seats have mid-blue vinyl sides and bright blue and multi-colour cloth facings. The driver's seat is well shaped and supportive, with a folding armrest on the left, while the twin passenger seat retains its ability to quickly convert into a useful desktop. The only black remaining is the functional moulded rubber floor covering. Our only negative comment on the interior is that an opportunity has been missed to move the Ducato a bit further
1,
continued by the instrument by fully
cotrimming the doors. This brighter look is
panel with its fashionable whiteon-blue dials, but if you want a rev counter you'll have to consult the options list. The Ducato retains the previous model's soft-feel steering wheel, but it doesn't yet include an airbag as standard. Its centre pad operates the horn, which is embarrassingly polite given the van's Italian origins. The column stalks, familiar on all Fiat group commercials from Ducato to Iveco EuroTech, are unchanged, complete with the dipswitch behind the indicator stalk still ready to trap unwary newcomers. Minor switchgear is a new "golf ball" design, but our basic van only uses two, for rear fog and hazard lights.
We have previously criticised the ergonomics of the dash-mounted gear lever, but only for obstructing the clock, which is now integrated into the new interior light. Otherwise the lever is ideally placed, has a quick, positive shift and allows easy cab walk-through.
The heating and ventilation system is excellent, despite the temperature gauge not moving very far. Strangely, while most rotary heater controls require full clockwise rotation of all knobs to gain maximum demist, on this Fiat the distribution knob goes anti-clockwise. No less than five fresh air vents are now fitted.
The rear-view mirrors have been restyled and now include a secondary wide-angle section. The mirrors are mounted quite low but you soon get used to looking down to knee level. The sun visors both contain document holders, but don't swivel to cover the side windows. Printed dots on the glass shield the space between the visors.
There are numerous storage locations, including under all the seats. A large bin is fitted to the driver's door but would possibly be more useful if it had smaller sections. A coin and card storage area lives in the centre of the dash together with a shallow shelf at the bottom. A pair of useful coat hooks is fitted to the half bulkhead, and a less useful one to the passenger's grab handle, where a coat would obscure the view to the left.
Past Sevel tests have criticised the glovebox lid for not lowering to the horizontal. The bad news is there is still no more string, but the cup holders are now at an angle and there's a penholder. The base of the glove box includes a lift-out panel covering the fuse board.
The electrics include a couple of Fiat idiosyncrasies that only reveal their value when you get used to them. The screen washers can be operated without the wipers moving and the lights are wired through the ignition, although the lights can still be left on for parking if needed. Wipers are two speed and intermittent. A four-position headlamp levelling control provides instant response. And there's a high-quality Sony radio-cassette player with CD compatibility.
The Ducato comes with three-point heightadjustable seat-belts on the outer seats only, although an upgrade from the lap-belt on the centre seat is optional. Both passengers get grab handles; the centre occupant's being on the roof. The steering column doesn't adjust but, despite the pedals being out of line with the seat, a comfortable seating position was soon found. There's a generously sized left footrest as well.
SUMMARY
Close inspection reveals the Ducato's revamp was done on a budget (relatively speaking). But whatever the cost, it was worth it to revitalise the view from the driving seat.
As we've previously said that the only thing to criticise about the Ducato, and its French cousins, was the dated cockpit, it would be churlish if we found another target. We don't really need to. Any shortcomings the Ducato has now are trivial, and most can be put down to individual preferences, although the road noise could be a major irritant for some.
The fact of being a "small big van" means that the payload is slightly limited compared with other 2.8-tonners, but it compensates with more volume and generous axle tolerances—if you want more weight capacity, Fiat can provide it. The Ducat() does everything asked of it, and does it well. This is one part of the peerage, at least, that seems immune from abolition for a few more years yet.
• by Colin Barnett
FIAT
DUCAT°
SPECIFICATION
MODEL Fiat Ducato 10 SWB 2.8D. Design OVW: 2,800kg. Importer; Fiat Auto (UK), 266 Bath Road, Slough, Buts SL14HJ.
ENGINE Sofim indirect-injection, naturally aspirated diesel with a single overhead camshaft driven by toothed rubber belt. Exhaust gas recirculation and two-way oxidising catalytic converter.
Cylinders: Four in-line, mounted transversely Bore/stroke: 94.4x100 urn, Capacity: 2,800cc.
Compression ratio: 21.7:1, Maximum net power: 86hp (64kW) at 3,800rprn.
Maidneen net torque: 180Nm (133Ibft) at 2,000rpm.
TRANSMISSION Five-speed synchromesh gearbox, driving front wheels.
Rath& 3.727,1.783, 1194, 0.795 and 0.608:1; reverse, 31541, Fkial dries; 5.61571.
Cid* Single dry plate.
BRAKING SYSTEM Dual-circuit hydraulic with vacuum servo assistance. Parking brake acting on rear drums.
Ilindie dimensions :Front discs, 280mm, rear drums, 264mm.
STEERING Power assisted rack and pinion.
CHASSIS
Pressed-steel ladder frame, Suspension: Front, independent struts with anti-roll bar; rear, tubular beam axle with leaf springs. Hydraulic shock absorbers front and rear.
Axle design:m:10s: Front,1,460kg; rear, 1,460kg, Design GlIt 4,800kg (maximum braked trailer weight, 2,000kg). Wheels and tyres: 6Jx15in steel wheels with 195/70R15 tyres. Fuel tank: 80 litres.
ELECTRICAL SYSTEM Bettery:12V, 95Ah. Generator: 80A.
TERMS OF WARRANTY One-year unlimited distance manufacturer's warranty with AA Emergency Service, and a further two years, up to 100,000 miles, dealer mechanical warranty. Threeyear paintwork and eight-year antiperforation warranty.
DEALERS MID SERVICE POINTS Fiat has 218 UK dealers, Including 67 fleet and LCV specialists.
The clock's been moved so the gear lover doesn't obscure it hut no airbag as standard yet, and the dip switch can still catch you out_