The light panel van sector of the LCV market has seen some spectacular moves in the past couple of years in terms of engine technology, safety, style and size. It all started in 2001 when Renault and Vauxhall simultaneously launched the new Vivaro/Trafic as a replacement for the unloved old Trafic/Arena and set the sector alight.
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Not only was this van a quantum leap forward in terms of style, but it boasted silky smooth common rail diesel engines, a six-speed gearbox, optional ABS brakes, CD player and – more importantly – long wheelbase and high roof versions are now on sale which effectively plug the existing gap between the light and heavy panel van sectors.
The twins have also recently been rebadged as the Nissan Primastar, giving the three manufacturers a huge advantage over the rest. Then just a month ago, Volkswagen responded with its new T5 Transporter, which goes on sale later this year.
While VW has chosen not to compete in the style stakes, this van effectively leapfrogged the Renault/Vauxhall/Nissan triplets by offering standard ABS brakes across the range, gross vehicle weights up to 3.4-tonnes (the triplets only manage a maximum of 2.9-tonnes) and to cap it all, the most powerful engine of any LCV at 174bhp. And that's not to mention the standard driver's airbag, remote central locking and height adjustable driver's seat and steering wheel.
Could the sector possibly offer any more? Well, yes, as it happens – enter the new Mercedes-Benz Vito, which not only manages all of the above but also adds as standard a CD player, six-speed gearbox and the unique Mercedes-Benz ESP system, as well as three vehicle lengths and three roof heights.
ESP means the van will 'feel' when a driver is losing control of the vehicle and will correct the errors and stop the wheels skidding on wet or loose surfaces.
The system builds on Mercedes-Benz's anti-lock braking system which has been available on Sprinter since its launch in 1995, and acceleration skid control, which has been an option for two years. You won't find it on any other manufacturer's van. But what really puts the icing on the cake is that the new Vito not only stands head and shoulders above the rest in terms of standard specification but in my eye beats even the aforementioned triplets in the looks department.
Put simply, the new Vito is a stunner.
I joined a party of British journalists testing the new vans in short and long wheelbase format in the village of Erbach near Frankfurt, bang in the middle of Germany's wine-making area. Here, Peter Trettin, Mercedes-Benz's vice-president, sales and marking, told me about the making of the new model.
He said: 'The new Vito will complete our van family by closing the existing gap between Vito and Sprinter in terms of payload and volume. We have changed the new model from front-wheel drive to rear-wheel drive to improve traction and give a better turning circle. This usually means a higher load floor but in this case we have kept the floor low.'
On the style of the new van, Trettin told me: 'Some vans are just boxes on wheels but boxes are not good enough for Mercedes-Benz. We have translated the language of agility and dynamism to the van and it doesn't matter whether it is short and long wheelbase, the style is very consistent with flowing lines.'
Mercedes-Benz has pumped nearly £1 billion into the new Vito, much of it in creating new facilities at the plant in Vitoria in Spain. The new factory has 620 robots and a fully-automated paintshop.
And as a final salvo, Trettin revealed prices would not exceed those of the existing model, despite all the extra specification. Launch date is November 14.
Two wheelbases and three vehicle lengths will be available from launch, along with standard and high roofs. A medium roof version will be added later. This translates to load volumes of between 4.65 and 6.49 cubic metres. All models are available with gross vehicle weights of either 2,770 or 2,940kg and payloads range from 855 to 1,025kg.
Vans will have the option of tailgate or conventional twin doors, which can either open to 180 degrees or 270 degrees. The sliding doors are big enough for standard Euro pallets to be loaded and the width between wheelarches – 1,277mm – allows up to three Euro pallets to be loaded one behind another.
There is also an extra load space beneath the front seats, provided of course that a full bulkhead is not fitted. Crewbuses will will also be available in three vehicle lengths. Under the bonnet, the new Vito will be powered by a choice of three diesel engines.
All 2,148cc four cylinder common rail units, they offer power of 88, 109 and 150bhp and torque of 162, 199 and 243 lb-ft. A V6 petrol version boasting a market-leading 190bhp will be available on special order but will not form part of the standard range. LPG and CNG versions will not be available at launch.
Outside
The MPV version of the Vito is being badged Viano and almost 40 different versions – cars and vans – were lined up for testing in our hotel car park.
There is no doubt about it – this vehicle is a handsome beast indeed. You'd immediately recognise it as a Vito, but the whole thing seems to have been given a miraculous makeover that adds a certain chic that the older model never had.
Unfortunately, having formed this opinion, I suddenly caught sight of a high roof version and stared in disbelief. The flowing lines were completely spoiled by something that appeared to be a metal coffin welded on top of that glorious frame.
I know these versions will be bought for their versatility and not their looks but it seems such a shame that more effort could not have been put into the roof design. After all, the Trafic triplets have high roof versions that manage to retain their style.
Setting the roof aside, the Vito has the look of an enlarged E-class from the front and the huge front and rear plastic bumpers are enhanced by side rubbing strips which will help prevent annoying damage during the van's busy fleet life.
In the front
The cab is as stylish inside as the body is out. The dash is chunky yet upmarket, with a bulbous middle section housing all the knobs and switches, as well as the gearshift. The protrusion means that space for a middle passenger is severely limited, but with two seats specified there is plenty of room.
Heating and ventilation dials are all hefty and easy to use and there are a good number of cubby holes, including 1.5-litre cola bottle bins in each door and a space for A4 documents on top of the dash. The ashtray contains a can holder and there are two coffee cup holders in the door of the glovebox.
A quality CD player is standard and satnav will be an option, although we didn't get the chance to try it on our test drives.
The handbrake is in fact a footbrake, as with the majority of Mercedes-Benz cars. In fact my co-driver and I were left with the impression that this van is of such high quality generally that the driving experience is every bit like that of the Mercedes car driver. Praise indeed.
In the back
Our European cousins seem to go for van tailgates but I can't see many British customers buying them. Park in a busy street and you are liable to be unable to open the rear flap if someone parks behind you.
But both tailgate and double door versions were available for inspection and all snicked shut nicely in the way we have come to expect from the German manufacturer. The 270 degree doors are likely to be a paid-for option at launch, but one which the fleet decision-maker should seriously consider as a safety measure if nothing else.
The load floor is lower than you'd expect from a rear-wheel drive model at 560mm and means cargo can be loaded and removed easily. The six large load-lashing eyes are integrated in the floor so don't intrude into the load area and with an optional wood floor, special rail systems can be added into the floor and sides to aid stowage.
On the road
European buyers will be able to opt for two V6 petrol engines offering up to 218bhp, but here in Britain we will have to make do with the three diesel units. But what units they are.
Out on the hilly country lanes around Erbach and towards Koblenz, even the 88bhp version had no trouble coping with whatever we threw at it. The standard six-speed box means there is plenty of room for rowing around the gears and having driven all three versions, I'd definitely say this will be the pick of the bunch for fleet purposes. No doubt drivers would love the 150bhp version – it was almost a question of: 'pick any gear at any speed' such was the unit's flexibility – but no fleet operator in his right mind would give in to such demands.
The common rail units aren't the quietest I've ever come across but are smooth and totally devoid any any of the old diesel death rattle.
Clutches are light and the dash-mounted gearchange is as slick as you'd desire, even with these models only having travelled a few miles in their lives. With a half load of sand in each van, they all drifted over the cobbled streets of the local German villages as though we were driving over a billiard table. Power steering is weighted just on the heavy side to give good feel of the road under the wheels.
Meanwhile the seats are typically Germanic – hard and flat but good and supportive too.
Verdict
Ignoring price for a moment, I would put the new Vito firmly at number one in the light panel van sector. It is built with the usual Mercedes-Benz quality, has driving and safety features as standard that no other vans offer and has the load carrying flexibility that the old model didn't have.
But it would have to be pointed out that current Vito prices range from £12,700 ex-VAT whereas Trafic, Vivaro and Primastar cost from £11,995 – and some fleet buyers would baulk at paying the extra. If the choice was down to me that three-pronged star would just have to win the day.
Vito factfile
Engine (cc): 2,148 4cyl diesel
Power (bhp/rpm): 88/3,800 109/3,800 150/3,800
Torque (lb-ft/rpm): 162/1,400-2,500
199/1,600-2,500 243/1,800-2,400
Load lengths (mm): 2,224/2,422/2,624
Load heights (mm): 1,353/1,760
Load widths (mm): 1,277
Load vols (cu m): 4.65/5.19/5.68
Gross vehicle weights (kg): 2,770/2,940
Payloads (kg): 955-1,125
How the rivals shape up
Vauxhall Vivaro
ONE of the original trio that rewrote the light panel van history book, the Vivaro still looks good two years down the line and also offers long wheelbase and high roof versions, along with a cracking line-up of common rail diesel engines and superb seats. The Vivaro doesn't have ABS brakes as standard or offer Mercedes' ESP system but then it is a fair bit cheaper, a fact that may clinch it for some buyers.
Volkswagen Transporter T5
TRANSPORTER may be let down in this company by its rather dour looks, but there is no doubt that general build quality is way up there with the best. We don't know about prices for the new model yet but we do know that ABS brakes will be standard and the Transporter will eventually be offered right up to 3.4-tonnes gross vehicle weight, compared to 2.9-tonnes for the biggest Vito. Once again, price may be the deciding factor.
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