2021 Mercedes-Benz Vito and Valente Released

Mercedes-Benz have been known for producing some quality Light Commercial Vehicles, and the Vito van has been at the forefront of that particular section of their markets. The latest version has been released to the Aussie market.

There will be three engines: The Vito 111 CDI with 84kW and 270 Nm torque, the Vito 116 CDI with 120 kW and 380 Nm torque, and the Vito 119 CDI with 140 kW and 440 Nm torque with a combined fuel consumption of 6.7 l/100 km plus CO2 combined emissions 176 g/km. The Vito 111 has a combined fuel consumption of 6.2-6.3 l/100 km with CO2 combined emissions 163-166 g/km whilst the 116 has combined fuel consumption of 6.7 l/100 km and CO2 combined emissions 176-178 g/km.

The range has been simplified and extra features added. The rear view mirror is now a digital item, whilst the reverse camera has been upgraded to suit. The interior has been enhanced as has safety with DISTRONIC and Active Brake Assist. Up front, the grille has been restyled. The Mercedes star plate is centrally positioned in the radiator grille and has three black louvres on all but the 111 where they are chromed.

Diane Tarr, Managing Director Mercedes-Benz Vans, said: “The versatility of Vito really sets it apart. In Australia, examples of its use include an RACV home and roadside assist vehicle, an Australian Post delivery van, an Optus technical service vehicle and as a trusted tool for many smaller business operations like florists or even mobile fitness instructors. It is a genuine trade specialist and fleet all-rounder for a wide range of different customers.

The Vito’s look and style is often symbolic of the business it supports. The newly designed radiator grill now makes it an even more attractive representation, and with more standard safety, new assistance systems and an upgraded infotainment offering, it will continue to meet the demands of our customers.”

The Vito 111 packs a 1.6L engine and six speed manual driving the front wheels. There is also a 2.1L engine and seven speed auto for the rear wheel drive versions. The Vito 116 has a 120kW/380Nm diesel as the spearhead and moves to a medium length wheelbase as the starting point. This, says M-B, provides an optimal carry capacity as a new starting point. Proven engine and transmission line up continues with reduced complexity, and emphasis on power and carrying capacity.

Active Brake Assist starts with an audible warning tone and a visual alert. If sensors read the driver has applied the brakes, ABA adds extra braking assistance, but if there is no response from the driver the system takes over and performs active braking manoeuvres. The sensors also alert to stationary objects and pedestrians. DISTRONIC is also available with Vito for the first time and standard on the 119. Blind Spot Assist and Lane Keep Assist, formerly options, are now standard.

The digital inside rearview mirror takes a feed from the high definition camera mounted in the rear window section and transmits to a 1600 x 320 screen. There is image processing to ensure that light balance is even and displaying as clear an image as possible. It also provides a wider view than a traditional rear-view mirror.

An updated infotainment system sees a 7.0 inch touchscreen with smartphone app compatibility. The screen is also the default viewer for the reverse camera. Bluetooth is also standard and has audio streaming and hands-free calling.

ILS, or Intelligent Light System, is standard on the 119. It’s a full LED system, covering the indicators, DRLs, low, high, and cornering lights. The spread is speed dependent also, and with Highbeam Assist Plus adjusts to suit speed and the lighting conditions. It does this by actuating the dipped-beam, partial main-beam and main-beam headlamps as required.

The exterior now has new colours including Graphite Grey and Selenite Grey, along with Steel Blue and Hyacinth Red metallic. There are two 18 inch alloy wheels, one with a 5-twin-spoke design in Tremolite Grey with a high sheen finish, and one with a 5-spoke design in black also with a burnished finish. There are also 17 inch black painted alloy wheels available.

The Vito Crew Cab dual purpose vehicle, which can carry up to six passengers, is available with the 116 or 119 CDI engine. The Valente 8 seater people mover is available with the 116 CDI engine. this highlights the flexibility of the Vito range, with body lengths, the engine choices, and styles.

Speak to your local Mercedes-Benz dealership for a test drive.

FCAI Releases December & 2020 Vehicle Sales Figures.

Australia’s FCAI, the Federal Chamber of Automotive Industries, has provided the final vehicle sales figures for 2020 and for December of 2020.

Covid-19’s effects were obvious, as the final figure for 2020 was 916,968, down from 2019’s 1,062,867. That’s a reduction of 13.7%. However, December 2020 saw an increase from December of 2019, with 95,652 sales. That’s up by 13.5% with 84,239 sold in December 2019. It rolls on from the previous month, with 95,205 and that’s up by 12.4% from November 2019.

FCAI chief executive, Tony Weber, said signs of the recovery of the new vehicle market were welcomed by automotive brands. “COVID-19 has brought a health crisis and a corresponding economic crisis to the world during 2020. And along with the rest of Australia, automotive brands and their dealer networks have found the last twelve months an extremely challenging period. The automotive industry in Australia accounts for more than 60,000 employees, with over 4,000 dealerships across the country. The contribution made by these businesses is critically important to the economic wellbeing of communities across Australia. It is therefore with great relief that the industry, along with the general economy, is finally noting some positive signs within the market.”

As has been the norm for the past few years, SUVs and utility vehicles made up the lion’s share of the sales. For 2020, SUVs finished with 49.6% of the market, up from 45.5% of overall market share from 2019, with sales figures of 454,701 in 2020. That’s still down by 5.9% from 2019.

Toyota continued its number one positioning, with 204,801 vehicles sold and resulting in 22.3 market share for 2020. Mazda took second, with 9.3% and 85,640 sales. Hyundai took the bronze with 64,807 and 7.1%. Ford was nipping at their heels with 59,601 sales and and 6.5%, followed by Mitsubishi on 6.4% and 58,335 sales.

Light Commercial Vehicles finished with 22.4% market share in 2020, with 205,597 and down by 8.9% on 2019. Passenger vehicles had a 24.2% market share, with 222,103, and down by 29.7% in total from 2019.

It’s interesting to note that seven of the top ten vehicles for the year were either SUVs or LCVs. Toyota’s HiLux moved 45,176 units, Ford Ranger was a close second with 40,973 sales, whilst Toyota RAV4 had 38,537 sales. Toyota’s Corolla finished on 25,882 sales and their Landcruiser rolled out 25,142 sales.

Mazda CX-5 saw 2020 out with 21,979 sales, whilst Hyundai’s i30 finished with 20,734 sales. Mitsubishi’s Triton had 18,136 sales, just ahead of the Toyota Prado with 18,034 sales and Kia Cerato’s 17,559 sales.

In an overall market and sales figures context, the pickup/cab chassis market had 32,783 units in the 4×2 sector, 168,869 units in the 4×4 for 2020, down by 9.5% from 2019. PHEV SUVs had a small increase both for December and the year, with a monthly figure of 183, up from 110 the year before, and 1,282 for the year, up from 1,178 for 2019. Hybrid SUVs saw a bigger jump, with December 2020 seeing 3,470 from 1,333 for December 2019, and 34,933 for the year, up from 9,732 for 2019.

Hybrid and PHEV passenger cars also saw small increases, with fully electric cars moving 66 in December 2020, up by just six from the same month of 2019. The year’s figures had 939, up from 2019’s 831.

2020 Peugeot Partner 130 LCV: Private Fleet Car Review

This Car Review Is About: One of the three variants of Peugeot’s “little” Light Commercial Vehicle range. There are a diesel four or petrol three cylinder with differing torque & power, and two body sizes to look at. Oh, the petrol comes with manual or auto.

How Much Does It Cost?: $31,490 in basic white plus on road costs is what the 130 version we tested starts at. The lower power output 110 starts from $25,990 plus ORC. The diesel, exclusively a long body, starts from $30,490 plus ORC.

Under The Bonnet Is: 96kW and 230 torques for the higher spec, 1.2L, three cylinder petrol. The other offers 81kW and 205Nm, with the 1.6L diesel churning out 68kW and restricted to the same torque figure as the 130. Peugeot’s spec sheet says 7.3L/100km for the urban, 5.7L and 6.3L for the highway and combined cycles. We finished on an overall 8.2L/100km with our best seen as 5.2L/100km on a good freeway run.On The Outside It’s: Well, a small, light commercial vehicle. Fridge white in colour, there are strong familial hints, such as the bluff nose, fin shaped headlight insert, and smooth, ovoid shapes in the sheetmetal. The vehicle supplied has the long body, with dual sliding doors, one per side. The rear door is split vertically and at a 60/40 percentage. The left side opens first, with a small lever mid-height for the second door. There are bump strips spread over each door and sit under a matching in shape crease-line in the metal.

At the top of the rear doors is a plastic housing that holds a digital camera. This works for both the reverse drive and supplies the image to the rear vision display. Yup. The doors are solid metal, therefore a camera is needed to show rear vision. It’s slightly painful to use as it must be engaged every time the ignition is switched on.Wheels are steel, and measure 15 inches in diameter. Michelin supply the commercial style 205/60 Energy Saver rubber.

Dimensions vary from 4,403mm to 4,753mm for the overall length, with 2,785mm to 2,975mm in wheelbase. Overall height sees the Partner stand at 1,880mm.

On The Inside It’s: A typical commercial vehicle with hard plastics, nooks and crannies, and one key difference. The rear vision mirror isn’t a mirror, as mentioned. It’s a low-res LCD screen that displays the image the camera, located above the sheet-metal clad rear doors, shows both rearward and to the left. It’s not an auto-on item either, requiring manual activation every time the ignition is switched on.

There are two buttons, one to show the rear view, the other to show just the left hand view. This is more for reversing in areas where a kerb would be. It’s not great in usage, and blurry in just about every detail with the lack of resolution making a vehicle even a few metres behind indistinctive.The seats are cloth covered and it’s a hard wearing material with a nice feel and two tone look. The passengers seats are a 1.5 split, not really suitable for two but bigger than normal for one. Peugeot says the design has a lifting outbound passenger seat folding middle with mobile office table and storage. The tiller is akin to the sporting style seen in other Peugeot vehicles, with a flat bottom and contoured for better grip.

A pair of glove boxes sit in front of the passenger, and above both is a mesh look to a cabin wide cargo shelf. Cargo itself behind the seats is separated by a solid barrier of black plastic with a small window at the top. There is a capacity of a tonne, and the rear doors are wide enough to slide in a pallet. If required, the lower section of the barrier can be detached to allow a slightly longer load to creep through and under the seats.

Between the wheel arches is 1,229mm of space, with a total load height of 1,243mm. Actual capacity maxes at 3.8 cubic metres, and maximum length on the long wheelbase is 3,090mm with the cabin extension. Otherwise, it’s 1,817mm for the cargo section, complete with black cladding. Six tie-down points are standard.Convenience wise the audio and touchscreen system is basic in look, however does feature Apple and Android apps, but no digital radio. A single USB port is located to the bottom right. The upper console has a pair of cupholders.

On The Road It’s: A lot of fun to drive. Yes, that shouldn’t be said in the same sentence as light commercial vehicle, however there is something ethereally charming about these little three cylinder engines. Ignition is key operated, drive is selected via a dial in the console, situated below the cup holders. It initially seemed a bit more miss than hit, yet quickly became intuitive. The Partner features an electronic parking brake and this is less intuitive in disengaging.

It feels quick to get underway, however the speedo dial disagrees to a point. It’s reasonably flexible, this three cylinder and eight speed auto, with the gears changing swiftly and smoothly as required, whilst the peak torque taps out at 1,750rpm, making around town and highway driving as easily employed as possible. There is that typical three cylinder thrum underway, that slightly off-kilter but not unpleasant engine note as revs rise and fall. It pulls well from idle, spins easily to over 4,000rpm, and occasionally would chirp the front tyres from a hard launch.

Suspension wise it’s also quite decent, providing ample backup to the relatively narrow Michelin rubber. Quick steering also chimes in, with only minor effort required in lane changing to three point turns. Discs front and rear haul up the 1,366kg (kerb weight) van easily.Naturally, though, it’s a drum when it comes to road noise. The tyres don’t dial out much of the tarmac surface rumble, and it’s readily transmitted to the cargo area when empty. We did get a chance to load it up at one point, and road noise was noticeably reduced.

What About Safety?: It’s basic. There is Forward Collision Alert, Lane Departure Warning, and Video Autonomous Emergency Braking. Airbags are driver, passenger, and front side curtain airbags. Interestingly but smartly, Peugeot also package in road traffic sign recognition.What About Warranty And Service?: It’s 5 years or 200,000 kilometres for their light commercials. First service is $441, second jumps to $685, with third dropping to $517. Fourth jumps to $698, with fifth service down to $454. Intervals are yearly, or more likely, every 15,000 kilometres.

At The End Of The Drive. It’s a more than adequate light commercial van and ideally suited for local courier style runs, flower or cake deliveries, and the like. The ample cargo capacity for its size, the dual opening doors on the sides, and the wide opening rears also bring plenty of flexibility.

The drivetrain is sprightly and usable across all driving situations, and certainly economic enough for most daily drivers. Ride quality unladen is ok, and improves both in handling and road noise with a bit of weight inside. It’s well priced, but the downside of that low-res rear vision counts against it. Check it out here.

2021 Isuzu D-Max X-Terrain: Private Fleet Car Review.

This Car Review Is About: Isuzu’s substantially overhauled D-Max, specifically the 4×4 capable and top of the range X-Terrain. It heads a solid list of 4×2, 4×4, cab chassis, extended cab, and four door utes, all with the same 3.0L diesel and six cogger manual or autos. Info on the range and engine updates can be found here.How Much Does It Cost?: At the time of writing, Isuzu have a drive-away price tag of $58,990. Then there is the extensive list, over fifty, of options available.

Under The Bonnet Is: A revamped 3.0L diesel and six speed auto, driving a switchable two or four wheel drive system, with low range and a locking rear differential. Peak power is 140kW, but it’s the peak torque of 450Nm from 1,600rpm to 2,600rpm that does the important stuff.

Economy was good with our final figure of 9.7L/100km on our 70/30 urban to highway split close to the quoted figures from Isuzu, as the pure urban figure is 9.8L/100km, and highway 6.9L/100km. Isuzu’s combined figure is 8.0L/100km from a 76.0L tank. Towing capacity, by the way, is 3.5 tonnes. Dry weight is 2,30kg with a payload of 970kg.On The Inside It’s: A considerable step up from the previous model. There’s a more luxurious feel, a better look, yet some noticeable omissions.

Our time with the X-Terrain coincided with Sydney’s notoriously fickle late spring weather. Temperatures varied by twenty degrees Celsius, so the absence of heating and venting for the leather appointed seats was striking. However, they’ve been redesigned so there’s more sense of sitting in, not on, and the support level laterally goes up as a result. However, only the driver’s seat is powered for adjustability.

There is also no smartphone charge pad, only the driver’s windows switch is one touch, and the DAB tuner’s sensitivity isn’t the best going, with dropouts in areas no other vehicle we’ve tested and packing a DAB tuner having similar issues. Touchscreen size is 9.0 inches and Isuzu say it’s a pixel heavy count, at 144 pixels per square inch. The touchscreen interface for the audio needs polishing, as does the home screen look. It’s somewhat irksome that Isuzu has gone to a lot of trouble to “rebuild” the D-Max yet some basics have been overlooked. This is a top of the range vehicle, but yet…On the upside is the app connectivity and dash display design. It’s unlike virtually everyone else in look, yet it’s easy to read, and easy to use thanks to the steering wheel tabs that scroll information on a full colour LCD screen. The analogue dials are also clearly read, as are the no-nonsense tabs in a strip below the touchscreen. An added pair of pluses are the rain sensing wipers and auto headlights.

The dash itself has angles built into the soft-touch plastics that evoke the angles of the exterior of the D-Max. This includes the creaseline from the left air vent down and across the double glovebox design, with an upper and lower split. There’s a lidded storage locker on the upper dash that has been improved, in the sense the locker mechanism works all the time, every time. The very handy cup holders that pop out from under the left and right air vents remain.Drive is selected via a basic looking pistol grip lever, surrounded by piano black that echoes the material surrounding the touchscreen. The steering column is rake and reach adjustable. Leg room for the front seats is 1,075mm, with the rear seats in the four door ute at 905mm. 1,460mm shoulder room is what is found up front, meaning comfort levels in this aspect are high. Having rear seat air vents and a USB socket, plus a coat or shopping bag hook on the back of the front passenger seat raises the ante too.On The Outside It’s: Clad in a brilliant Cobalt Blue (on the test car), and there are three bespoke colours (two shared with the LS-U) including Volcanic Amber specifically for the X-Terrain. The most noticeable change from the previous model has been the enlargement of the grille which now extends further downwards, and the horizontals which have been flipped 180 degrees. The end plates now look more like teeth, adding an aggressive look.

Headlight design sees a slimming down of the design, and it brings a more assertive look, somehow evoking an eagle or a hawk. The rear lights also have been reprofiled, with a sharper overall look. The aggressive styling continues with strakes in the housing for the driving lights. On the test car was a lockable and rolling tray cover with the rear bumper, fitted with a towbar, having three steps to access the tray.

A stylish rollbar flows back from the roofline, and in a graphite grey plastic (with red highlights) it matches the roofrails and a pair of lower rear quarter aero-foils. Sidesteps and and wheel arch flares finish the package.Rolling stock sees black painted alloys wrapped in Bridgestone Dueller H/T rubber. They’re a good size at 265/60/18. The X-Terrain itself is a good size, measuring a full 5,365mm in total length, 1,785mm in height, and a broad 1,870mm on a 1,570mm track. Wheelbase is up too, from 3,095mm to 3,125mm. Wading depth is now up to 800mm thanks to a redesigned engine bay air intake.

On The Road It’s: A little underwhelming in one respect. There’s noticeable understeer in 2WD, the Duellers lose just enough grip to squeal as they push wide too. The auto suits the engine’s characteristics much better than the six speed manual we tested in the SX recently.

Being a diesel, it does mean that the torque delivery at low revs means it’s an unstressed, easy going, highway spinner. That breathlessness comes in more for suburban driving, especially when pulling away from a set of traffic lights and trying to clear traffic. It’s not the zippiest of engine and gearbox combinations, nor is it the quietest, feeling a little lacklustre in comparison to, say, a Kia Sorento 2.2L and eight speed, which has a similar overall weight. Move away from a suburban stop sign and it pulls cleanly and effortlessly away for the speed zone as the throttle sensor keeps revs lower than accelerating from the aforementioned lights..

The auto is smooth, with up and downshifts mostly invisible. Downhill runs had the transmission holding gear, and again mostly worked well enough, changing up when a human also would have made the change.

Ride quality, considering it’s a commercial oriented vehicle, isn’t horrible. It’s well tied down for the most part, with nicely controlled rebound from the rear leaf sprung suspension, and a well balanced, tauter, double wishbone front end, in comparison. Steering weight is well matched to the ride too, with enough effort required to move the new electronically assisted steering to not feel over-light and thus lose steering feel.

Being four wheel drive capable, there are some big numbers for the angles. Get off road and an approach angle of 30.5 degrees, a departure of 24.2 degrees, and a breakover of 23.8 degrees make for some exceptionally capable dirt eating.Something that stood out, and not entirely in a positive way, was the determination of what the Forward Collision Warning system felt to be a dangerous situation. There’s some recalibration to be done ans it would alert the driver to an object ahead however the brake was already being employed. At other times it would read an object that was turning left or right and therefore no longer a potential issue.

What About Safety?: There are now eight airbags throughout the cabin. In between the front pews is a centre mounted airbag, a segment first. A reverse camera is standard, along with parking sensors at either end. AEB is programmed for speeds above 10kph and has pedestrian & cyclist detection. Lane Keep Assist is standard and works best for speeds between 60 to 130. Forward-collision warning, lane-keeping assistance, lane-departure warning, blind-spot monitoring and rear cross-traffic alert are also fitted.

What About Warranty And Service?: Isuzu’s warranty offers six years or 150,000km, plus they’ll lob in seven years of roadside assistance provided services are done at the dealerships. Service intervals on the new D-Max remain 15,000km or 12 months, covered initially by a seven-year capped-price servicing program. This totals $3374 over that period, with the most expensive service (at 90,000km) costing $749.

At The End Of The Drive. It’s a much improved machine that Isuzu has given the marketplace, and the results are already flowing, with sales of the 4×4 version over 1,500 in November 2020. It takes on the HiLux and Ranger, and outsold the Triton too.

It’s a better looker, the interior has a more upmarket feel, but it still needs some more polishing in a couple of areas for features seen in other marques but not here, such as heating/venting for the seats, or perhaps offering electrical adjustment for the front passenger seat, not just the driver’s. As an overall package, it’s a better option that before, and the coming months will tell the tale sales wise. It looks the part, and pricewise it is poised to take aim at the two above it quite nicely.