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Matt Brogan14 Jul 2014
REVIEW

Mercedes-Benz Vito: Medium LCV Comparison 2014

The dearest of the six vehicles on test, the Mercedes-Benz Vito is proof of the adage, 'you get what you pay for'…

Mercedes-Benz Vito 116 CDI

Execution of intended purpose
The Mercedes-Benz Vito's seating and level of cabin amenity is excellent, while the load bay has plenty of exposed metal plus holes and stamping marks – and a spare wheel that intrudes on internal space.

However, a load bay doesn't have to be pretty and the Vito has all it requires to handle cargo. The wooden load-bay floor is practical and although there are only six tie-down points they’re at least strong. A number of plastic wall panels line the area and a 12V socket is found near the tailgate.

Visibility is excellent thanks to large side mirrors, a top-hinge tailgate door and a large window in the nearside sliding door.

In this short-wheelbase format the Vito offers the least cargo capacity (5.2 cubic metres – equal with Hyundai's iLoad) but the V6-powered Vito 122 CDI ups this figure to 6.2 cubic metres.

The vacant space between the driver and passenger seats allows for longer items and grants easy internal access to the load bay. Its 1135kg payload is greater than that of iLoad, HiAce and Trafic.

The load bay floor is the lowest at 570mm (equal with Transit Custom) while the aperture dimensions of the sliding doors and tailgate are in the midrange.

Cabin entry is the easiest of the lot despite the non-existent grab handle. The seating and steering wheel are fully adjustable and the former is very supportive, while cabin storage is good – we particularly like the deep (lockable) glovebox, the concealed dash-top storage bin and the excellent sidepockets.

Fit, finish and finesse
Easily the most expensive vehicle in this group, the Vito could reasonably be expected to impress not just in its capabilities as an LCV, but also in terms of its quality and durability.

And it does, in a clearly functional but well executed way.

The cab is less flashy, but at least as well put together as the Transit with consistent panel fit in the dash and good quality materials used throughout.

The controls might be a bit basic in presentation but they offer a nicely tactile, solid feel. The durable cloth-trimmed seats are well-shaped and supportive, while the floor is a rubberised, easy-clean, single-piece moulding.

The only real downside is the thin-walled door pockets that look a bit flimsy and the small and surprisingly fragile-feeling inner door handles.

The Vito’s paint job looks thick and classy, although the inner door openings reveal a few unexpected lumps and bumps. No rough welding is evident, however, and the Vito gets double sealing over about one quarter of the door opening.

Body panel fit is consistent throughout and, in the cargo area, there’s a nice finishing-off in the rounded, rather than sharp edges of the various structural holes and mounting points in the roof. The test Vito was fitted with an (aftermarket) optional wooden floor and the side walls were protected by a double skin in the lower half of the side walls.

Under the rear-drive Vito’s small bonnet all the regular service items lack colour coding but are readily accessed and identifiable. The general presentation in a somewhat crowded space is again clean and tidy, with the wiring looms carefully wrapped in wound cloth.

On the road
The Vito is second only to the Hyundai iLoad for power and torque and it's a sweet performer when underway. There's adequate grunt down low but when the 2.1-litre four-cylinder turbo-diesel hits 2000rpm it takes off, delivering strong and muscular power delivery before its rev-limiter kicks in just after 4000rpm.

The rear-wheel-drive Vito was edged out only by the iLoad in our standing-start acceleration tests, but was on a par with the Hyundai in the rolling tests. Its brakes were less impressive, however – only the iLoad and the HiAce took longer to pull up (see break-out box).

The five-speed auto does a fuss-free job and over a variety of inclines – load or not – we never felt like we needed to intrude on its choice of ratio.

The Vito's performance does come at a cost, however, the van recording the second-equal-highest fuel consumption on test. It matched the iLoad and was only behind the Transit Custom.

The strut/semi-trailing arm suspension arrangement plays its part in delivering the best handling in this company; the Vito feels very much like a passenger car as it slices its way through corners, where it displays minimal body roll even with a load on board.

The steering gives a feeling of security on the road and the stability control is seamless in its operation when it kicks in – it's a confidence-inspiring drive.

The 11.8-metre turning circle isn't brilliant but the Vito is easy enough to manhandle through confined spaces.

Vibration is negligible but the Vito isn't exactly quiet. Our sound test revealed the Vito was in fact the second nosiest vehicle at 80km/h – only the HiAce was noisier.

Value for money
At $44,690 (plus on-road costs) in as-tested automatic form, the Vito 116 CDI is priced some $5200 higher than the next-most-expensive vehicle on test.

For the outlay, you’d expect some key equipment to be fitted as standard, and the Vito joins the Transit as the only vehicle here with standard curtain airbags to complement those for driver and passenger.

Cruise control is standard as is Bluetooth-capable audio, daytime running lights and a multi-function steering wheel. Side airbags are optional, as is a timber floor ($690), parking sensors and alloy wheels. Metallic paint will set you back $590.

Mercedes-Benz doesn’t offer capped price servicing for the Vito though its service intervals are group-leading at 12 months/22,500km. It’s also covered by a 36-month/200,000km warranty and roadside assistance package, complimentary for the warranty period.

redbook.com.au indicates that a 2011 Vito automatic, which retailed for $44,490, is today worth $28,600 (median price). That’s 64 per cent of its new-car cost.

Suitable integration of technology
Among other things, the Vito proves that being the most expensive doesn’t guarantee the best kit. While the Vito gains many points for its good level of technology, it fell short of its rivals on the day, seeing it placed middle of the pack for its suitable integration of technology.

In this test the Ford Transit and aging Toyota HiAce both out-tech the stylish Vito but the 'Benz is not completely without merit.

It's useful to be able to control lighting in the cargo area from dash-mounted buttons. Similarly, the rear sliding doors are locked or unlocked via a button on the dash.

The ventilation system is generous, featuring six directional air vents that deliver good airflow throughout the vehicle.

Resolution on the Vito’s 12.7cm screen is of an average standard and initiating Bluetooth telephony is a tiresome chore that lacks intuitive pathways – but works perfectly once connected. The lack of audio streaming as standard is a noted omission.

Cruise control and speed limiter are common across the category and the Vito’s worked well, activated via a stalk to the left of the steering wheel.

motoring.com.au's 2014 Medium LCV Comparison

Mercedes-Benz Vito 116 CDI pricing and specifications
Price:
$44,690 (plus on-road costs)

Engine:
2.1-litre four-cylinder turbo-diesel
Output: 120kW/360Nm
Transmission: Five-speed automatic
Fuel: 8.2L/100km (ADR Combined)
CO2: 216g/km (ADR Combined)
Max. rated payload: 1135kg

What we liked: Not so much:
>> Refined, well-appointed interior >> Sound suppression could be better
>> Punchy engine >> It's on the thirsty side
>> Quality construction >> Hefty price tag

Performance figures (as tested):
0-60km/h: 4.9 seconds
0-100km/h: 11.5 seconds
50-70km/h: 2.4 seconds
80-100km/h: 3.6 seconds
60-0km/h: 17.7 metres
dBA @ 80km/h: 76
Fuel economy: 14.8L/100km

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Written byMatt Brogan
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