Mercedes-Benz Vito Panel Van (2024 - ) review

Two models are available, panel and crew, with two trims adding various options called PRO and SELECT, and two lengths (L2 and L3) on offer.. At PRO trim you get a ply-lined load space, twin rear doors opening to 180 degrees, twin side doors (a personal highlight), lashing points, ratchet strapping and a full bulkhead. Just a bug bear here, but LED lighting is an optional extra for all versions except the SELECT trim on the panel van. That means the PRO panel van and both models of the crew van will cost you an extra £150 including VAT to get a strip of LEDs in the back, which feels a bit wrong considering how cheap LEDs are. Payloads are lower than expected in the medium van sector, with the highest payload of 910kg on the diesel versions only available on the lowest powered L2 panel van. The 119 version I was loaned could carry 832kg in the back, at least 200-300kg less than some competing medium vans. However, max load width on the L2 is 1.7m and max height inside is 1.2m, so it’s got size on its side. In a nutshell, the van isn’t as big nor as capable of carrying as much weight as some competing vans, which puts it at a disadvantage considering its price. The question I hear asked is why choose the Vito over a Expert rating: 3/5

On the 119 model I was loaned, the expected mpg sits at 38mpg on the combined cycle (WLTP) and I was able to get to around 35mpg, which is a good sign. However, the competition can offer more with vehicle’s like the Citroen Dispatch offering up to 45mpg and the Ford Transit Custom around 40mpg. The electric eVito is (of course) slightly less expensive to run being more dependent on your own power tariff (if home charging) and there is no indication a hybrid powertrain is on the way just yet. The premium pricing can be mitigated by good finance or lease deals, however, which is worth bearing in mind.

The Mercedes-Benz Vito is covered by a three-year unlimited mileage warranty in a world where most medium panel vans are covered by three-year 60,000-mile warranties. Take this as a sign of reliability. It’s a good platform with good engines and should be easy to keep maintained well thanks to the brand’s UK coverage of service centres.

As a hard-working vehicle, about the only thing stopping it from performing as well as some of its competition are the smaller payloads. The 119 model I was driving had a maximum payload of just 832kg, with the highest payload of 910kg available in the lower-powered 114 PRO L2 model. When you consider most rivals can provide 1000+kg payloads without breaking a sweat, it’s slightly disappointing. That said, the load space is highly accessible with the twin side doors as standard being a notable highlight. Once again, there are compromises on performance, just like there are in other areas.

It breaks down like this, three versions of the 2.0-litre diesel engine are on offer outputting 136hp, 163hp or 190hp, marketed as the 114, 116 and 119 versions, respectively. A six-speed manual gearbox is available on the lowest power output unit, but the 116 and 119 versions come as standard with the eight-speed automatic gearbox. I was loaned a 119 model with automatic transition and found it handled with power and precision. The 30-mile test loop of town, country and motorway roads with 250kg in the back was a breeze on my own, but when I loaded my wife and son into the cabin with me it all felt a bit cramped. Solo or single passenger rides are more common and it handled very well. Fuel consumption hit the 33-35mpg mark, which was pleasingly close to the 38mpg quoted on the combined cycle (WLTP). It’s a comfortable van to drive on your own, but not gets a bit busy with three people in the front.

From entry-level PRO trim, safety equipment is good offering drivers a range of systems. These include driver and passenger airbags, active brake assist, the anti-theft protection package, attention assist, blind spot assist, headlight assist, SOS call system, double locks, cruise control and a reversing camera. Bump up to SELECT trim and Mercedes-Benz adds the full parking package to the infotainment system with guides, sensors and the full reverse camera suite of software. It’s a good list and shows the top trim is more about interior improvements rather than hiding safety features and equipment behind a pay wall.

The Vito only has two trim levels, entry-level PRO and top-level SELECT. Highlights at PRO level include air con, bench seat, lockable glove box, 17-inch steel wheels, cruise control, dual side doors, ply lining in the loadspace, a 10.25-inch infotainment screen and Android Auto and Apple CarPlay connectivity. The step up to SELECT trim adds some nice interior touches like a leather steering wheel, shiny black plastic and chrome trim, exterior touches like body-coloured front and rear bumpers, and a bit more tech like headlight assist. On the one hand, it’s simple and you get a lot of equipment, on the other it feels like a lighter equipment list than on other medium vans costing less to acquire and run. There are those compromises creeping in again.

Nowadays, I don’t think it’s enough to offer less than competing vans and still be considered a ‘premium van’, especially when you consider the premium pricing. But really, you get what you pay for. This is a nice-looking, well-built vehicle that does feel premium. A few odd choices remain, with the automatic drive selector stalk and LED lighting still a paid option rather than standard offering being prime culprits. But it’s the best Vito yet and does have a place in the medium van sector, have a drive, try it out and find a good deal to mitigate the cost.