A van for all seasons?

Laurence Llewelyn-Bowen may have made some pretty hideous interior design gaffs in his day, but at least he recognised that to mess with the undeniably square yet intrinsically adaptable dimensions of a room was a no-no. It’s a pity the Mercedes-Benz designers didn’t realise the same in engineering the new Vito. Gone is the boxy body with a load volume of 5 m3 to be replaced with a rearward tapering (the Germans may say streamlined) cigar-shape of 4·65 m3 load volume.

While Ford engineers have recently improved the payload capability of all short-wheelbase Transits, as well as many medium and long-wheelbase derivatives, the standard new Vito has reduced load volume and payload capability compared to its forebear. Ford claims that almost one less delivery journey in every five could be saved due to the increases made in the Transit’s payload. I suppose, if you can afford a Merc then you can afford its costs: hardly an environmentally-friendly argument though.

As if that’s wasn’t enough, Mercedes-Benz gives us four foot pedals – accelerator, brake, clutch and foot-operated handbrake, located to the left of the clutch. Ah, you may say, if I’m not Ginger Rodgers’ worst nightmare – the man with two left feet – how am I going to release the handbrake and the clutch simultaneously? Well, fortunately there’s a hand-operated lever beside the steering wheel that releases the handbrake, albeit with a disconcerting snap.

Not long ago this tester, a driver with experience of light commercial vehicles and passenger cars, sat bemused and frustrated in the driving seat of a Mercedes-Benz C-Class estate searching desperately for the handbrake release before one of many irate drivers behind came and clocked him one. As quizmaster Chris Tarrant is fond of saying: “It’s only simple if you know the answer.” I didn’t, although fortune eventually favoured this ignoramus. Vito sales for this year are predicted to be in excess of 7150 vehicles, with a 10% increase above that in 2005. Phew, not that many more intelligent than me then!

So, what’s not to like about a foot-operated, hand-released handbrake? Aside from the fact that it’s not what we traditionalist Brits are used to? Well, it’s such a damn awkward, tiresome, unusual contraption that it’s best left well alone except when parking. Consider hill stops – right foot brake, left foot clutch, disengage gear, left foot handbrake – and starts – left foot clutch, engage gear, right foot throttle, now feel/hear the vehicle taking up and wham-bam thank you ma’am, release. Best fit a decent rear bumper is what I say.

In its favour, whereas old Vito was one size fits all, the new vehicle is offered in a choice of three load lengths, two roof heights and new engines. Feedback from the dealer network indicates the long-wheelbase model, with a 50/50 mix on the engines 109 (88 bhp) and 111 (109 bhp), to be the most likely popular choice. This model offers a load length of 2667 mm, maximum load width of 1650 mm, 5·19 m3 load volume (6·49 m3 for the high roof) and payloads from 863 to 1073 kg. These compare to the figures for the standard Vito of (respectively) 2422 mm, 1650 mm, 4·65 m3 and 930/ 1100 kg depending on engine capacity.

Three Cdi engines are available: in-line 2148 cc, four-cylinder, turbo-charged diesels with power ratings of 88, 109 and 150 bhp. With a significant increase in power and torque over the first generation Vito, all three deliver their peak torques over a broad rev band. This translates, so it is claimed, into greater agility, particularly at low speeds, improving driveability. A six-speed, manual transmission is standard, with the gearstick dash-mounted, and automatic transmission optional.

Impressions differ as to the action of the gearstick. The editorial at What van? describes it as slick and precise, while I thought rough and notchy more appropriate. I also question the gear ratios. While first gear can be all but forgotten unless the van is loaded, I would have liked a seventh (overdrive) to improve what can only be described as raucous and strained when accelerating in sixth. Talking raucous, don’t expect the high standards of sound insulation to be found in Volkswagen’s latest incarnation Transporter, the T5.

Somewhat against the grain and contrary to its predecessor’s set-up, the new Vito has its engine mounted longitudinally driving the rear wheels. This is said to enhance traction, hill climbing ability and passive safety. We found no fault with the ride, apart from Vito’s disconcerting attitude to sleeping policemen, or with its roadholding. Neither, however, break any standards.

Ventilated disc brakes measuring 300 mm on the front and 296 mm on the rear result in stopping distances of a quite outstanding level for this type of vehicle. All models come with antilock braking system (abs) and an hydraulic brake assist system that shortens the stopping distance in the event of an emergency.

Ah, you may say, if I’m not Ginger Rodgers’ worst nightmare – the man with two left feet – how am I going to release the handbrake and the clutch simultaneously?

Let’s talk safety. New Vito’s front-end module comprises two deformation boxes, each bolted to the front of the side members. These are capable of absorbing as much of the kinetic energy as possible when in an accident. The A, B and C-pillars combine with the side walls, rear wings, side roof frame sections and the side sill panels to form a rigid passenger cell. The strength of these parts has been matched to the enormous capacity of the front-end structure for absorbing energy.

So, we’re in the cab confronted by a steering wheel housing a full-size air bag, which can be adjusted for height through 40 mm and for rake through four degrees, not that that’s much help to those of over six feet. Vito’s bulkhead is the culprit, severely restricting rearward travel of the driver’s seat, not to mention its backrest angle. So much so, in fact, that my knees were within millimetres of the fascia. The power assistance is overly light for my liking too.

Completely new and restyled if a little dark and austere, the cockpit features ample storage, unless you wish to hang a coat or hide a laptop, and there are three-point seat belts for all. On the downside, the dash-mounted gearstick limits the driver’s access to the nearside door and restricts legroom for the middle passenger, while the thickness of the A-pillar restricts forward/side vision when taking right-hand bends: a toss-up between passive and active safety!

Sporting a rakish swage along its flanks, accentuating the tapered appearance, Vito’s bodywork certainly makes an aesthetic if not an aerodynamic statement but its rubbing strips appear more a design exercise than practical panel protection.

Security? Well, new Vito is fitted with the same immobiliser as the Mercedes-Benz C-Class as standard and there’s an optional anti-theft alarm system. Talking options, Mercedes-Benz offers the Cargo package, comprising wooden floor with load-securing tracks, anchoring track in the sidewalls plus two standard and two ratchet cargo lashing straps, for the professional user.

In new Vito Mercedes-Benz has taken one step forward and at least two back. It looks good, but what worth beauty if its capability for delivering loads is compromised? Yes, I’m talking like-for-like here, old Vito versus comparable new and, yes, you can opt for a longer and a taller model. Furthermore, new Vito’s ‘live-with ability’ has taken a nosedive: it is coarse and noisy. Given the marque’s reputation for quality, it is no match for Volkswagen’s new Transporter. If you’re spending £15 500 on a van, there is only one choice and it hasn’t a three-pointed star.

Two years ago, Mercedes-Benz made the decision to retail all vans through the commercial vehicle network in order to offer a consistent level of service throughout its network and the highest possible level of professional service to van customers. The company currently has 82 commercial vehicle franchised dealerships in the UK.

The Vito is backed by three years/125 000-mile warranty including 12 years anti-perforation.