Introduction
Over the past six months we’ve taken our Mercedes-Benz Vito 110 CDi 2.7-tonner to the four corners of the British Isles. The brochure says “V is for versatile” (before reminding us that it also stands for Vito) and that claim has been put to the test – timber, washing machines, gardening equipment and mountain bikes were among the loads to have graced the loadspace.
The Vito’s arrival on the UK market in 1996 created a lot of interest among van operators. Build quality was up to Mercedes’ high standards but the 108D’s 78hp 2.3-litre diesel was underpowered and the 96hp charge-cooled turbo-diesel 110D was only available as a left-hooker. This left UYK operators to choose between the 108D and the 113 with its 127hp two-litre petrol engine.
Mercedes put that right in 1999 with a state-of-the-art common-rail diesel engine family and a power boost for the petrol option. Unfortunately the delayed introduction of a right-hand-drive common-rail turbo-diesel didn’t help UK Vito sales, and following its mid-life makeover Mercedes is determined to regain ground lost to the VW Transporter, Toyota Hiace and Citroën Dispatch.
Product Profile
When picking the ideal Vito for your needs you’ll be looking at power and torque figures and choosing between common-rail diesel and petrol engines, but all models have a 2.7-tonne GVW and there are no chassis-cabs or high-roof options (although a high-roof version has been spotted on a test track so we presume this option is in the post).
The CDi range consists of three diesel engine ratings. The 108CDi has 92hp at 3,800rpm with 200Nm of torque at 1,500-2,400rpm; CM’s test van is the 110CDi boasting 102hp with 250Nm at 1,600-2,400rpm; and topping the common-rail line-up is the 112CDi, rated at 122hp with 300Nm at 1,800-2,500rpm.
The fourth option is a two-litre petrol engine with electronically controlled fuel injection and ignition. This offers 129hp from 5,100rpm with 186Nm of torque at 3,600-4,500rpm.
With a single GVW, payload varies slightly from engine to engine: 995kg for the 110 and 112, 1,000kg for the 108; and 1,030kg for the 113. However, load compartment dimensions are identical at 2.30 x 1.62 x 1.37m, giving a 3.6m2 loadbed and 4.8m3 of cargo space.
Our 110CDi came with more than £2,500 worth of internal and external extras. After parking up the driver has key-controlled central locking at his disposal, and is protected by an airbag and a full-width bulkhead complete with a small sliding window. Load anchor rings should ensure it’s not needed.
Safety is also enhanced by ABS and ABD traction control. Externally the list of options continues with low-profile 215/65R15C tyres, twin rear glazed doors and wipers, with a tinted sunroof. But be warned, all those extras push the price up past the £18,000 mark.
Productivity
We’ve checked the Vito’s fuel consumption three times. On our first trim around the Kent van test route, with just under 5,000 miles on the clock, we recorded 33.2mpg fully laden. At 12,000 miles, in damp and windy conditions, consumption had improved to 26.9mpg. It had improved again at 19,000 miles, to 38.8mpg, in virtually identical weather. Obviously the engine was bedding in but we reckon the main reason for the improvement was our growing familiarity with the driveline.
More significantly all three fuel figures beat the Vito’s most direct competitors. The Volkswagen Transporter 1200 TDI, with its 88hp, returned 31.4mpg around the Kent route fully laden. The two-litre Citroën Dispatch TD HDi with a 96hp engine (closer to the Vito’s 102hp) clocked 34.3mpg; the 74hp Toyota Hiace 2.4D could only manage 26.8mpg.
In terms of payload the 2.7-tonne Vito doesn’t do as well. Its 995kg is bettered by the 2.8-tonne Transporter’s 1,115kg and the three-tonne Hiace’s 1,235kg. The Dispatch’s payload is only 900kg but its GVW is also lower, at 2.3 tonnes.
The Vito isn’t cheap, either: a basic 110 will set you back £15,500 (ex-VAT). The Dispatch is listed at £12,310 (ex-VAT); you can have a Transporter 1200 TDI for £13,301 or a Hiace for £12,270.
