OF THE YEAR - Mercedes-Benz

AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
www.deliverymagazine.com.au
REPRINTED FROM ISSUE 36 JUN/JUL 2011
BEST VAN
OF THE YEAR
AWARD
How safe is your van?
These are some of the best-selling vans on the market^. But as their ANCAP safety ratings show, best-selling
doesn’t always mean safest. So before you buy your next van, check out its rating at howsafeisyourcar.com.au
^2010
#
Black and White Data Book, Glasses Guide.
5 star rating refers to model with curtain airbags.
Dear Van Driver,
It was with a great deal of pride that Mercedes-Benz recently accepted the
Delivery Magazine Van of the Year award for the new Vito.
Extensive research and development has gone into producing the new Vito; with
its Euro 5 engines for increased efficiency and lower emissions, new gearboxes to
reduce fuel consumption and significantly improved ride and handling characteristics.
Combined with the fact that Vito is the only van in Australia capable of achieving the five
star ANCAP safety rating when fitted with optional front window airbags, it’s no wonder
that Vito continues to set the benchmarks.
Earlier this year the one millionth Vito rolled off the production line, so it’s fantastic to
achieve this milestone in the same year as being recognised as Australia’s best van!
To experience just how good the new Vito is, and what it can do for your business, please
visit your local dealer or mercedes-benz.com.au/vans for more information or a test drive.
I hope you enjoy reading why Delivery Magazine chose Vito as its 2011 Van of the Year.
Yours sincerely,
Kolja Rebstock
Managing Director
Commercial Vehicles
Mercedes-Benz Australia/Pacific
FEATURE
I
n making our selection this year we have taken a
leaf out of our own book and produced a series
of requirements by which we can then compare
the available models. We’ve concentrated on
the medium van segment as the major area of
interest, and we’ve analysed the competition, as
we believe a serious purchaser would, in order
to find the most suitable vehicle that provides the
best value on investment.
Overall cost, fuel efficiency, emissions levels, suitability to
the task required, ease of access into parking areas etc. all
come into question, as do the levels of safety provided by
each of the contenders.
In our evaluation we’ve also taken into account how
safety is now becoming a major influencing factor in
vehicle selection. Take a look at the banner running across
our specification charts and you’ll notice the website
www.howsafeisyourcar.com.au. Just clicking onto the website,
run by the Traffic Accident Commission of Victoria, will give
you an insight into how our judges are thinking in relation to
the Delivery Magazine Van of the Year contest for 2011.
With Occupational Health and Safety issues covering
everything we do on a daily basis in our workplace, it’s
taken longer than expected to encompass the quest for
improved safety and stretch it into the driver’s workplace. No
longer able to be ignored, whether the person in charge of a
transport operation is a qualified fleet manager or a specialist
in human resources, all companies owe it to their staff to
place them in the safest possible scenario for accident and
injury prevention.
In 2006, Toyota held the top spot for van sales with its
Hiace recording 41.4 percent market share with a volume
of 8,465 units. One year later, and performance had
dropped to 37.8 percent and sales of 7,672 units. That
slide has continued, and with a product that’s now fast
becoming outdated in every aspect except dealer support,
this Japanese van maker has to pull some significant
improvements out of the hat if it wants to keep its popularity
within the top three slots.
SUZUKI APV
Just because a
van is a best seller
doesn’t mean it’s a
best performer in terms
of road safety, and
it’s exactly that factor
that results in longterm market leader,
Toyota, being gonged
out of the competition,
irrespective of its sales
volumes through the
years. With three stars,
from a possible five star
maximum, it may offer high
volume loading within a compact
wheelbase, but when safety calls, it’s out of the contest.
This year has seen Ford revitalise its entry in the medium
van segment with the launch of the Transit ECOnetic.
Today, the Transit has morphed into its seventh generation,
and with a heritage of 45 years, and six million examples
wearing the Transit badge on the bonnet having hit the road,
it’s got to be high on the list.
Delivery magazine tested the first available Transit
ECOnetic in our April/May issue this year, and, with our
national focus on fuel efficiency and lower emissions, it
became obvious that here was a strong contender.
We’ll start with fuel economy, and it’s here the Transit
ECOnetic establishes a clear leadership, with a combined fuel
consumption figure of 7.2 l/100 km and an exhaust emissions
performance of 189 g/km of CO2. But wait! A quick glance in
the Star guide shows that Transit also scores just three stars
under the ANCAP system. If other vans are out there with
four and five-star ratings, how can a fleet manager justify fuel
economy against the higher level of safety? Another factor
VAN
TOYOTA HIACE
4
DELIVERY MAGAZINE
2
VAN OF THE YEAR 2011
market leader Toyota with its Hiace on several occasions, and
looks like continuing the advantage as both makes fight for
almost equal 30 percent shares.
Volkswagen entered 2010 with new engines and
transmissions for its Transporter, and, thanks to a major
improvement in driveability and performance, this model is
now scoring significant sales success in the medium van
segment. The VW was a justifiable winner of the Van of the
Year award for 2010, and, with a four-star safety rating, it’s
maintained its credentials for this year.
affecting sales here for Transit is the
lack of an automatic transmission. European
drivers seem to prefer manual gearboxes but for Australia it’s
often a must have option.
Another three-star ranking is the Suzuki APV. Its compact
dimensions and more recent development put it a full two
stars ahead of the Mitsubishi Express. Age may not weary
them, but in the case of the Express, it has indeed been
condemned by the years since it was originally developed.
Mitsubishi is long overdue in bringing forward a replacement
for what is a well priced performer, but one that lacks the
necessary safety inclusions.
Mercedes-Benz, in 2011, has finally got the Vito where it
should have been years ago by way of performance, economy
and driveability. With new engines, transmissions and final
drive ratios that match the performance and economy
abilities of the driveline, it’s the best Vito we’ve ever seen.
With revised pricing and a suitable advertising campaign that
reaches buyers, rather than leaving the product floundering
in obscurity, MB could have a winning model on its hands.
There’s no doubt the three pointed star emblem is an
important part of the image, but with van buyers looking for
price competitiveness first, and status second, it impacts on
the sales statistics.
Right from the start it’s clear the competition is
extremely tough. The Hyundai iLoad, winner for
Van of the Year for two consecutive years (2008
and 2009) and holder of a four-star rating, proved
that with the right product, the right price and
the right promotion, our readers vote with their
wallets. In a relatively short time on the market,
the Hyundai iLoad has managed to topple
FORD TRANSIT
ECONETIC
OF THE YEAR
2
20
DELIVERY MAGAZINE
5
FEATURE
Mercedes-Benz claims a five-star rating for its Vito, but
when you delve into the classification, that statement doesn’t
cover the standard range of vans, and favours the upper
level of specification found in the people-mover versions.
In all other applications this range is now four-star rated, a
significant influencing factor for fleet purchase.
Renault, with the Trafic, now stands a chance, as the
importer has at last decided to stay in Australia and make a
fight for market share. It’s a great looker and fun to drive, but
while it stands out on the street, through its distinctive styling,
it’s in need of greater commitment from a hopefully revitalised
dealer group and marketing team to make a name for itself.
The same applies to the other French medium van contenders
from Citroen and Peugeot, plus the Fiat Scudo from Italy. All
are excellent products but in this highly competitive world just
having the product available doesn’t make customers walk
into a dealership to put money on the table. You have to bang
a drum or two to be heard.
In the small van category there are some great new
upgrades to the Kangoo from Renault and the Caddy from
Volkswagen. The large van segment is also making great
strides to improve, but the next round of upgrades hasn’t yet
filtered through to our market. Expect to see change later this
year and early in 2012.
As we refined the selection criteria, we started edging out
vehicles that didn’t tick all the boxes for the average buyer.
The plethora of underground car parks around the inner city
demands that a van must be able to access the inner areas of
office blocks and residential buildings, for convenience, safety
and immunity from parking tickets. That means our benchmark
includes the ability to access entrances with less than 2.1
metres height clearance. With this requirement, alone, it
means the exceptionally frugal Transit has to leave the arena,
plus the larger vans from Iveco with the Daily, Mercedes-Benz
with the Sprinter, Renault with the Master and VW with the
Crafter.
The next limiting factor is the reduction of fatigue through
the availability of an automatic transmission, and this factor
alone sees the exclusion once again of the Ford Transit, which
is joined by the Citroen Berlingo and Dispatch, Fiat Scudo,
Holden Combo, Peugeot Partner and Expert, Mitsubishi
Express and Suzuki APV.
Into the melting pot we are left with the Hyundai iLoad,
Mercedes-Benz Vito, Renault Kangoo and Trafic, Toyota HiAce
and Volkswagen Caddy and Transporter.
6
DELIVERY MAGAZINE
We’ve mentioned the importance, these days, to follow
OH&S demands to provide the safest workplace environment,
and that’s sufficient to see the HiAce dropped from the
evaluation in order to leave us with vehicles that
attain a four or five-star rating.
As fuel supply deteriorates the
prices rise at the bowser. The Federal
Government has already cancelled out
the rebates on gas conversions, and,
with the addition of fuel excise tax on
biofuels, there’s going to be a more serious
emphasis on the selection of petrol power
or diesel, with a future option of electricity,
hybrid and fuel cell vehicles currently
under development.
With a van destined to travel over longer
distances, and with fuel pricing relevant
to the bottom line of operating costs,
the criteria we’re looking for, once again,
dictates the vehicles under consideration.
In the small van category Renault’s
Kangoo features identical pricing for manual or auto
transmissions, at $24,990, but then refines the choice
to offering the four-speed auto with a petrol engine
and the five-speed manual with a diesel engine.
Those wanting a diesel self-shifter in the small
van category have to turn to the VW Caddy,
which offers a seven-speed DSG automated
manual transmission with a 1.6-litre
diesel at $26,650. With the Caddy, you
get 3.2-cubic metres of loadspace,
increasing to 4.2 cubic metres with
the Caddy Maxi, and a price hike to
$27,990 for the 1.6-litre diesel with
seven-speed DSG transmission, or
$32,990 for the 2.0-litre diesel with
six-speed DSG.
MITSUBISHI
EXPRESS
VAN OF THE YEAR 2011
HYUNDAI iLOAD
Returning our focus to the medium van segment, and at this
stage we’ll bring in our twice-winning Hyundai iLoad as the
benchmark by which to judge the competitiveness of the two
other remaining contenders, the Mercedes-Benz Vito and the
VW transporter.
The 2011 Hyundai iLoad has received several upgrades,
with BlueTooth connectivity and full iPod integration, while the
people moving iMAX gains ESC (Electronic Stability Control)
as standard. It’s an option available on the diesel iLoad,
together with a traction control system. Four-channel, foursensor ABS and Electronic Brake Distribution are standard.
Those that traverse slippery conditions were able to option a
rear differential lock, but this is now removed from the spec
sheet. A Hyundai spokesperson did, however, confirm that if
a fleet order required that inclusion, it would be available for
special order. Driver and passenger airbags are standard, as
are pre-tensioners, load limiters and height adjustable seat
belts for the driver and passenger, but not the centre seat
passenger who has to make do with a lap belt only.
The Mercedes-Benz Vito 116 CDI Compact with 120 kW at
3,800 rpm and peak torque of 360 Nm rated at 1,600-2,400
rpm comes with a five-speed automatic transmission and
offers a load volume of 4.65 cubic metres with a payload of
1,160 kg. The standard pricing here includes sliding doors on
both sides and all the similar safety inclusions as the iLoad,
with driver and passenger airbags and electronic stability
programme for $44,490, with the barn door selection adding
a further $650.00 to reach a final cost of $45,140.00.
The Volkswagen Transporter, competing closest on a likefor-like basis with Vito and iLoad, is the SWB with a 2.0-litre
diesel producing 132 kW at 4,000 rpm and peak torque of
400 Nm rated at 1,500-2,000 rpm with a seven-speed DSG
transmission and a price level of $44,990. The payload is
1,236 kg and the load volume is 5.8 cubic metres. Adding
a sliding side door on the offside costs $1,190.00, and barn
doors, in place of a tailgate, a further $490.00, to produce a
final price of $46,670.00.
The fuel economy and exhaust emissions levels, when
choosing a diesel engine with automatic transmission, sees
the Hyundai return a combined fuel consumption figure of 9.6
l/100 km with 253 g/km emissions. The Volkswagen 132 kW
engine with DSG returns a combined figure of 8.1 l/100 km
and 214 g/km, while the Mercedes-Benz 116 CDI compact
returns 7.4 l/100 km and emissions of 195 g/km. Turning
circles see the MB 116CDI Vito turning in 11.8 m, the Hyundai
iLoad in 11.22 m and the VW SWB in 11.9m.
What this shows is that the strength of engine development
at both Mercedes-Benz and Volkswagen has substantially
improved the fuel economy and reduced pollution. Legislation
is driving these improvements forwards, and, as tougher
emissions regulations come into force, we’ll see further gains
from all manufacturers.
All three models benefit from excellent product support.
Mercedes-Benz backs its commercial vehicle products with
three years/200,000 km warranty and a 24/7 roadside
assist for the duration of the warranty. Volkswagen
comes in with three years/unlimited distance warranty,
with 24/7 roadside assist for three years/100,000 km.
RENAULT TRAFIC
Another standard item with the iLoad is the fitment of a
sliding side load door on each side. More than one door is
usually an added cost item. Rear doors are selectable as
barn doors or tailgate, with a $550.00 premium for barn
doors.
Standard pricing, for similarly spec’d vehicles,
result in the iLoad diesel CRDi with five-speed
auto at $34,990 and offering 125 kW at 3,800
rpm and peak torque of 392 Nm at 20002500 rpm. Payload is 1,176 kg and
the cargo volume available is 5.13
cubic metres. The optional ESC
inclusion adds $700.00, plus the
barn doors at $550.0, to bring in
a total of $36,240.00.
RENAULT
KANGOO
DELIVERY MAGAZINE
7
FEATURE
VOLKSWAGEN TRANSPORTER
The Hyundai iLoad is covered by five years/160,000
km warranty and the roadside assist protection is for 12
months/130,000 km.
When it comes down to the final analysis, the vans we
have selected offer similar safety inclusions and personnel
protection, identical access to the load area through sliding
side load doors on both sides and with barn doors at the rear.
The Hyundai and Mercedes-Benz are both rear-wheel drive
while the Volkswagen is front-wheel drive. A transverse engine
(east/west), as with the VW, enables a shorter front overhang
with less cabin intrusion when compared to a longitudinally
mounted engine (north/south) with a rear drive system. The
other benefits of a front-wheel drive layout is that floor height
can be lower as the design does not have to accommodate
a driveshaft running under the cargo floor to the rear axle.
This can be an important issue, where multi-visit access into
the cargo area is made on a daily basis, as the step height
is lower, in some cases benefiting access by the complete
removal of a second entry step.
In making our final choice to win the Delivery Magazine Van
of the Year Award we believe the decision shows that safety
and fuel economy is becoming more of an influencing factor.
Cost is also a major factor in the purchase decision, provided
that other details of specification and safety are basically
similar.
It has taken Mercedes-Benz a long time to match the right
engines and transmissions with the correct rear axle ratios to
enable an operator to maximise on fuel efficiency, low noise
levels and excellent performance. That Mercedes-Benz has
now finally got it right shows that research and development
continues, through the life of the product, to benefit the
consumer. Another benefit is its use of full fluid automatic
transmissions, which, in our view, are preferable to the
twin-clutch DSG designs used by Volkswagen when used in
congested heavy urban traffic.
The Hyundai is a one-size-fits-all approach, whereas the
German competition has a plethora of choice and options
designed to fulfil the expectations and needs of specific
application.
The decision has been a difficult one, without putting too
fine an emphasis on the phrase, “you pay your money and you
make your choices.”
Our award for the Delivery Magazine Best Van of the Year
2011 goes to Mercedes-Benz for its adherence to its ideals
of safety, excellent build quality, fuel efficiency and drivability.
It is without doubt, the best Vito ever released onto the
Australian market.
WINNER MERCEDES-BENZ VITO
8
DELIVERY MAGAZINE
R
Vito
TESTED
With a new engine and transmission,
the Vito 116 CDI LWB Blue Efficiency
van is worth a close look
takes a step forward
R
egular readers of Delivery Magazine
will know of our stated concerns in
past issues of the Vito product line,
mainly due to odd choices of rear
axle ratios, which in turn affected
fuel efficiency and driveability.
After what might seem like
an eternity waiting for change,
the parent company has finally
taken the right steps forward by
upgrading the engine and driveline,
and addressing the very concerns
we have expressed. Now, with all
their corporate ducks in a straight
line, there’s every chance for
Mercedes-Benz to actually
increase market share in Australia,
making new converts and
improving its reputation.
After attending a preview of the entire range, the first van
to join our fleet for a full week evaluation was a 116 CDI LWB
panel van. The body style included sliding side load doors
on both sides, a rear top-hinged tailgate and a full, solid metal,
bulkhead fitted behind the front seats and cabin that contained
a small sliding glass window at head height.
With a full width and full height bulkhead, there’s no benefit
in staying with individual bucket seats, and, in this example,
our van came with a dual front passenger seat and single
driver’s seat, each having three-point seat belts. There’s good
storage throughout the cabin and some additional usable
space on floor level underneath the centre seat. There’s also
a flip down section in the centre seat back that provides an
additional two cup holders and oddments tray.
The general specification came out on the high side, with
cruise control and upper speed limiter control coming through
a stalk mounted off the steering column. An onboard computer
provided a display on the centre of the dashboard for trip
time, fuel economy and distance travelled, and, to save those
precious drops of fuel during trips in heavy traffic, the Vito
featured a stop/start engine control. This feature automatically
cuts out the engine when the driver selects neutral when
stationary. Depressing the clutch and selecting first gear
sees the engine spin back into life, again totally automatically,
in time for the clutch to be released and the van to move
forwards.
DELIVERY MAGAZINE
9
TESTED
The stop/start process is now becoming a common feature
on passenger cars, and it’s only a matter of time before it
becomes almost a universal inclusion, even with automatic
transmissions. It works best with a hill start control, where
the brakes are held on momentarily after the brake pedal
has been released, smoothing the starting procedure and
preventing roll back.
Vito designers have kept the foot operated park brake,
and without a hill start feature the Vito restart process is
cumbersome. The park brake is either on or off, released by
pulling a handle on the dashboard, so it’s not possible for the
driver to vary handbrake pressure as is normal with a leverstyle handbrake. This means that roll back can still occur
as the driver moves their foot from the brake pedal to the
accelerator.
From a handling standpoint, the Vito has all the right
moves. Its rear wheel drive system under control by electronic
management prevents wheel spin, wheel slip and ensures
traction prevails, even in the most slippery of conditions.
The official acronyms included are ESP (Electronic Stability
Programme), ABS (Anti-lock Braking), ASR (Acceleration Skid
Regulation) and BAS (Brake Assist). Owners who specify a
genuine MB tow bar assembly also gain TSA (Trailer Stability
Assist).
Mercedes-Benz makes great play of the ability of the Vito
to be classified as a Five-Star ANCAP rated van, but buyers
need to be aware that the majority of Vito product retains
a Four-Star rating. The additional star only comes to those
who order the optional window airbags, and then only in
specific models, not across the entire range. In defence of
the manufacturer, attaining a Four-Star rating is itself a credit
indeed, with some competitor’s vans still struggling to clear a
Two-Star rating.
10
DELIVERY MAGAZINE
The 116 CDI LWB panel van is all about improved efficiency,
and, in this example, the improvements all come under the
Mercedes-Benz nomenclature of “Blue Efficiency”.
Announced by MB in 2008, Blue Efficiency includes a
raft of changes, such as the ECO start/stop engine control,
battery management controlling alternator charge time, tyres
optimised for minimum rolling resistance (available with 16inch rims only), an ECO power steering pump that reduces
parasitic power loss, and a controlled fuel pump. The oil pump
is now electrically powered.
These changes combine to provide improvements of
0.2-0.3 l/100 km and a reduction of 6.75 g/km of C02
emissions.
The new engine is a delightful four-cylinder diesel with
variable geometry turbocharger and common-rail fuel
injection. Solenoid operated valves deliver fuel into the
combustion chambers through seven nozzles, with up to five
injection cycles per combustion stroke. The two camshafts
are driven by a combination of gear wheels and a short chain
to control the 16 valves, and the engine design also includes
rotating balancer shafts to minimise vibration.
The engine used in the 116 panel van produces 120 kW at
3,800 rpm with peak torque of 360 Nm rated at 1,600 – 2,400
rpm. Match this to a six-speed manual ECO transmission,
with overdriven 5th and 6th gear ratios, and the upshot is
exceptionally good fuel economy of 7.4 l/100 km for the
combined figure and an emissions level of 195 g/km. Out of
the three different ratings for the four-cylinder engine it’s the
116 that scores the best fuel efficiency and emissions level,
even though it also has the highest power and torque rating.
VITO TAKES A STEP FORWARD
We like the idea of including LED daylight driving lamps,
and, as a major distinguishing feature, this will help to get
the new Vito noticed. Originally confined to Volvo’s, daytime
running lamps are now a legal requirement on new vehicles
across Europe, cutting the accident rate by 28 percent.
The dash layout and ergonomic relationship between driver
and controls are, as one would expect from Mercedes-Benz,
exemplary. Access into and out of the van is good, and this
ability extends to access into the load compartment.
Adding a full length and full width bulkhead may hinder
internal access into the rear, but it makes for safer driving, as
parcels stay in the back, especially after an impact. It also
makes for a quieter driving experience, and on this score the
Vito 116 we tested was remarkably quiet. Bluetooth is also
standard on the 116.
We particularly liked the matching of the 116 engine and
six-speed manual ECO transmission. Although highly geared,
the engine characteristics are sufficiently good that the
driveline remains very tractable and provides the obvious
benefit of low engine noise, due to lower rpm at cruise speed.
And if those factors are aligned, good fuel economy follows
along, with a reduction of fatigue because of the lower NVH
signature.
In overall terms, some of the changes to the newest Vito
are subtle, as with exterior styling upgrades, and some
are major, as indicated with the Blue Efficiency engine and
ECO transmission. If you’ve doubts about how well these
components come together, a glance at our engine rpm
versus road speed and selected gear chart will explain the
end result almost as well as experiencing a drive. Priced at
$45,490, if MB adds a hill start control, it will make the Vito
hard to beat as a Euro with great credentials, and with safety
and economy as a driving force.
Vito 116 CDI LWB
Road speed
5th Gear
6th Gear
80 km/h
1600 rpm
1400 rpm
100 km/h
2200 rpm
1800 rpm
110 km/h
2400 rpm
2000 rpm
In terms of carrying capacity, the Vito 116 CDI LWB has a
payload ability of 1,110 kg, an unladen weight of 1,940 kg and
a GVM of 3,050 kg. With a 6.2 cu.m cargo capacity, it tows up
to 2000 kg, its fuel tank capacity is 75 litres and its cargo area
is 2697 x 1630 x 1411 mm (LxHxW). The cargo floor height is
560 mm, and, for those heading into subterranean caverns,
the overall height of the roof is 1,900 mm, meaning it will go
under the 2.0 m boom often found at the approach to an
underground carpark.
DELIVERY MAGAZINE
11