On The Road
The Vario’s performance is definitely a tale of two parts. Off the line from a standing start, its relatively modest power-to-weight ratio gives it a slight disadvantage against the 150 or even 180hp produced by most 7.5 tonners. Once rolling, though, the flat torque curve – with at least 500 of the maximum 520Nm of torque available between 1,000 and 1,800rpm – allows it to maintain its speed quite happily. The engine’s installation makes it feel quite different to the identical unit in the Atego. Being so close to the driver, just beyond the removable access cover, the engine communicates with the driver more and sometimes feels to be working harder than it actually is.
It’s much better suited to 50mph A-road running, where it’s pulling 1,650rpm, right at the very top end of maximum torque, rather than at the motorway limit. That said, nothing on the M4 between Newbury and Newport cost it more than 5mph. On the pull out of Monmouth towards Symonds Yat, it romped up in top without breaking a sweat in a quite respectable 2 minutes, 23 seconds.
The only minor criticism of the Vario’s performance is the particularly noticeable gap between third and fourth gears. Although our Continental friends are able to overcome this by specifying the ZF six-speed gearbox, the option is not available on right-hand-drive Varios.
The ride was firm but well-controlled, surprisingly so given the unsophisticated specification of the suspension, with steel leaf-suspended beam axles at each end. Handling, even through the twisty A-road sections, was impeccable. In more urban operations, its narrow dimensions and excellent manoeuvrability, with a turning circle to shame some much smaller vehicles, makes it surprisingly easy to drive. The all-disc air-over-hydraulic brakes felt a little unresponsive on the first application from cold, but improved noticeability thereafter.
Cab Comfort
It would be incorrect to talk about the Vario cab’s styling – it doesn’t really have any. It’s definitely more functional than beautiful, with its plain-looking slab of a dashboard. The instrument panel is similar to the Atego’s, with a two-man tachograph, rev counter, two air gauges and the usual fuel and temperature gauges.
On this particular Vario, the ‘toy’ count was quite low, with none of the electric windows and mirrors often taken for granted these days. There was no central locking, either, which means the driver gets plenty of exercise on the long walk around the van. A row of four rotary heater knobs, pair of interior light switches, and hazard warning and main lighting switches are about all the dash has to offer. All other lighting, wiping and horn functions are on the single left-hand column stalk behind the large steering wheel, the right side reserved for the optional engine brake when fitted.
Our 1998 test of a Vario criticised the location of the park brake lever on the right-hand end of the dashboard – Mercedes obviously listened to our moans because it is now located in a much more natural location to the left of the driving seat. The blue cloth-trimmed Isringhausen driving seat tilts forward to reveal the battery box, which also has tool storage round the back and a bottle holder on the side. Our van had the double passenger seat, which comes with height adjustable head restraints, although the central occupant only has a lap belt.
The lower part of the central dash is formed by the removable engine access cover, held by just two over-centre latches. The cover is surprisingly heavy, which must account for its reasonably effective sound-deadening quality. Above this lives what may well be the world’s largest ashtray and a storage shelf. The lockable glovebox is not quite as big as it looks, as the fusebox occupies half the space, but the lid opens horizontally to make a convenient table top, complete with cup recesses. The M-B radio-cassette with removable security face is housed in the screen header, which like the headlining and solid steel bulkhead, is trimmed in a tweed-like material.
Visibility through the deep windscreen and the unusual three-piece side windows (complete with that rare throwback to another era, the opening quarter-light) is good. Forward sun protection is excellent, with a zone-tinted windscreen and a full-width pull-down roller blind. However, the top-side window had no visors at all, which proved annoying with the low sun of a crisp, bright January day.
