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<description><![CDATA[Latest Van Reviews]]></description>
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<title><![CDATA[Volkswagen Caddy Van Range : WHOS THE CADDY?]]></title>
<description><![CDATA[Car And Driving - The Caddy Van Has Grown Up, Replaced Its Polo Underpinnings With Those Of The MkV Golf and Now It Really Means Business. Steve Walker ReportsYou dont have to be ... ]]></description>
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<pubDate>Fri, 15 Feb 2008 12:37:00 GMT</pubDate>
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<title><![CDATA[Volkswagen Caddy SDI Van Range : SOMETHING OLD, SOMETHING NEW]]></title>
<description><![CDATA[Car And Driving - The SDI Engine Isnt The Most Accomplished In Volkswagens Caddy Range But If Cutting Costs Is Your Number One Priority, It Could Be The Sensible Option. Steve Walker ReportsIts reassuring to know that £900 can still buy you quite a lot, even in this day and age. Its a sum that would land you a viable, if slightly elderly, used supermini or a fairly impressive wide-screen television. With a wedge of those proportions, you could pack yourself off on a foreign holiday to any number of far-flung destinations, fill your boots at Harrods and Harvey Nicks or carry out a 900-item sweep of your local pound store. As it happens, £900 is also the difference between the 2. 0 SDI and 1.9 TDI engine options in the Volkswagen Caddy range.Volkswagens Caddy van presents buyers who are attracted by its sturdy charms with an interesting dilemma. Should they opt for the mid-range 1.9-litre TDI powerplant with its 103bhp output and variable geometry turbocharger or should they settle for the entry-level 69bhp 2.0-litre SDI and pocket £900 to do with as they will? Its a tricky one. Theres absolutely no doubt that the TDI is a better engine from a driving perspective. The SDI develops 140Nm maximum torque at 2,200rpm but the TDI can almost double that figure with 250Nm coming on song lower in the rev-range at 1,900rpm. Compared to the TDI, the SDI feels laboured under acceleration and inflexible at higher speeds. Its noisier too with a low clatter on start-up and a gruff note entering the cabin when its extended. The performance figures tell their own story. The TDI makes the 0-60mph sprint in a nippy 13.3 seconds and can hit a 103mph top speed. The SDI drivers had better hope theres something good on the radio because theyll be detained for 20. 5s on their trip to 60mph and then theres a modest 88mph maximum velocity to look forward to."Committed cost-cutters should be warming to the SDI option"On this evidence, the SDI engine should have been consigned to the scrap heap years ago but, as you may have guessed, the issue isnt quite that simple. Yes, the SDI engine is comprehensively hammered in many key areas by the TDI alternative but it still has something to offer. The draw of that £900 saving is not to be underestimated and people who succumb to it will also benefit from the SDIs fuel economy - which, at 53.3mpg, is only fractionally inferior to the TDIs 55. 4mpg. The SDI isnt the most modern diesel engine youll encounter, it featured in the previous generation Caddy van, but it is tough and reliable. At this point, committed cost-cutters should be warming to the SDI option. Under normal driving conditions, the Caddy SDIs lack of oomph isnt too noticeable. It can keep up with traffic quite happily and you soon become used to the extra noise. Sharp inclines are not its forte, however, and if theres a large load on the back the treading-water effect is magnified as the van struggles against the gradient. The Caddy SDI will cruise comfortably at 70mph although, once again, the noise level is quite high. Part of the SDIs problem is that its being offered alongside the Volkswagen TDI unit which is no spring chicken itself but happens to be a very strong light commercial vehicle engine. If you look at other entry-level powerplants in UK-market small vans, the SDI fares much better as all suffer from a similar lack of guts. In the end, the choice between TDI and SDI comes down to how highly you value performance. If its less than £900, the SDI it is. The current Caddy sports a pleasingly cohesive shape with curving lines around the rear, along the roof and down the bonnet representing a move away from the boxy construction of many equivalent small vans. Overall, the dimensions have increased when compared to the old model. The Caddy is now 17cm longer and 10cm wider, with the wheelbase measuring in at 8cm longer. Inside, with the aid of the space efficient design, this translates to a 3.2m3 load volume a big increase on the 2. 9m3 that owners of the previous Caddy have to play with. The payload capacity of just over 800kg is on a par with direct competitors but a braked trailer of up to 1,500kg is within the Caddys remit and pulling potential of this magnitude is rare in this sector. Its the Caddys mass that allows owners to hitch-up such a big trailer. With a gross vehicle weight of over 2,200kg, its a much heavier vehicle than any direct competitor few vans of this size even approach the 2,000kg barrier. The Caddy is kept in check by disc brakes on all four wheels controlled by the standard ABS system. Theres traction control too and not many small vans can offer that as standard. The whole package rides on suspension based on that of the MkV Golf at the front but the rear set-up has been beefed-up to cope with the Caddys more taxing load-lugging duties. The rigid rear axel is mounted on leaf springs, while there are anti-roll bars fore and aft to keep everything nice and rigid for more composed cornering. When driving hard, the rear end sometimes feels like its doing its own thing but overall the Caddy is a composed handler. Hop in behind the steering wheel, youll see the cabin is typical Volkswagen and very similar to the Golf. Neat and unfussy with dark grey plastics prevailing on every surface. In passenger cars this tried and tested VW decor occasionally comes in for criticism on the grounds that its lacking in visual flair but itd be rude to turn your nose up when you get an interior of this quality in a humble van. The layout is simple but effective with the dials and buttons you need feeling solid and falling easily to hand. The extra weight that the Caddy carries over its competitors might not be obvious in the vans driving dynamics buy it certainly manifests itself in the cab where theres an air of sturdiness thats uncommon in small LCVs. One slightly odd problem with our Caddy SDI test vehicle was that the windscreen wipers interfered with the medium waveband on the stereo. Listening to Radio 5 in the rain became a grating experience as the swoosh swoosh crackle cut through Steve Claridges rambling observations on an England Under 21 international with Austria. Theres nothing seriously wrong with the SDI engine. Its just that by offering it in the Caddy range with their 1.9 TDI unit, Volkswagen invite unfavourable comparisons. Theres even a 2. 0-litre TDI option with 138bhp for those who really want their Caddy to fly. Plenty of buyers will be swayed by the substantially lower list price of the older unit and its strong fuel economy. If thats the case, our advice would be to go for the SDI but dont allow yourself a test drive in either of the TDI options first. In this instance, ignorance will be bliss. Facts At A Glance VAN: Volkswagen Caddy SDI van range ENGINE: 69bhp 2.0 SDI PERFORMANCE: 0-62mph 20.5s / Max Speed 88mph MAX PAYLOAD: 725kg]]></description>
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<pubDate>Fri, 15 Feb 2008 12:00:00 GMT</pubDate>
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<title><![CDATA[Fiat Grande Punto Van : HANDY GRANDE]]></title>
<description><![CDATA[Car And Driving - Can Fiats stylish supermini make a smooth conversion to practical commercial vehicle? Steve Walker finds outFiat stuck a Grande in front of its latest Punto supermini in a bid to emphasise the cars generous size and spaciousness. It bodes well for the Grande Puntos commercial vehicle conversion but will the superminis other qualities make the transition into van guise an effective one?Fiats Punto has been a leading supermini in the UK market for a number of years and those superminis have usually been offered to businesses in van form. The problem in the past was that the qualities which made the Punto a good supermini didnt necessarily make it a good van. The passenger car Punto has traditionally sold on its vibrant Italian design and sparky driving experience whereas the robust build quality and reliability that operators look for in their small vans has sometimes been lacking. Initially, the latest Grande Punto looks a far better commercial vehicle bet, retaining the flair of Punto generations past while upping the quality anti a few notches. With Fiats excellent diesel engines still in attendance, it promises to make quite a van. The engine installed is a four-cylinder 75bhp 1.3-litre Multijet unit that has also seen LCV service in Fiats Doblo Cargo van. It was Fiat that originally developed the common-rail diesel engine technology that has proliferated across the automotive world so the firms engineers know a thing or two about squashing oil and it shows here. The headline figure is the 62.8mpg fuel economy that the Grande Punto Van can achieve on the combined cycle, making it one of the most fuel efficient light commercial vehicles you can buy. Performance isnt brutal and if youre caught out of the engines prime torque band, the van can flounder slightly but with peak torque of 190Nm available from 1,750rpm, that isnt a regular occurrence. Keep the engine on the boil and its possible to make sprightly progress in the Grande Punto with the firm suspension providing just enough suppleness on poor roads. "Fiats Grande Punto lives up to its billing with a spacious interior"The power-assisted steering is well weighted under normal circumstances and allows for some accuracy when turning into corners. Hit the dash mounted City button, however, and the wheel lightens up allowing you to twirl your way through tricky manoeuvres with a feather touch. Its a unique feature in a light van and one that definitely adds to the Grande Punto package. On the open road, where the figures suggest the van might attain as much as 80mpg, wind noise is well controlled and the engine sounds smooth at cruising speeds. It does get a bit thrashy at the top of its rev-range but most will be content to stay away from that and enjoy the fuel economy. The Grande PuntoVan will do the 0-60mph sprint in 13.6s and hit a 103mph top speed on a good day. Giorgetto Giugiaro doesnt design too many vans but he did do this one and if prettiness is top of your priorities when choosing a commercial vehicle, you may just have met your match. The great mans work on the Grande Punto passenger car is carried across unmolested to the van. The rear windows are replaced with grooved panels but otherwise the sleek, curving lines of the Punto remain intact. Lift the tailgate and the load area presents itself. The rear seats are gone and theres a large and usefully square space ready to take the tools of your trade. Climb inside and the Grande Punto cab area instantly impresses. Weve grown used to some questionable build quality on Fiat products over the years but the Grande definitely inspires confidence. The centre consoles clean design makes the ventilation and stereo systems extremely easy to use and theres a solidity thats common to all of the controls with the possible exception of the indicator stalk. The seating is firm and supportive with strong side bolsters and plenty of adjustment for even the very tall to get a good driving position. The unusually shaped steering wheel feels great in the hands and the creative choice of trim materials is preferable to the overwhelming grey you get in some rivals. The Grande Punto is one of the better load-luggers in the supermini-derived van sector with its 1m3 load volume. This capacity is obviously well down on vans that are built for the purpose but Fiat have done a thorough job converting the Grande Punto supermini with a full-height mesh bulkhead and a handy soft load cover that can be extended across to shield your cargo from prying eyes. The floor is lined with tough matting, although theres quite a lip to be negotiated while loading, the tailgate aperture is nice and wide. As tends to be the case in car-derived vans, storage space in the cab area is very limited. Even the owners manual has to settle for a place in the door pocket as the promisingly wide glovebox lid reveals only a very small area. There are small cubbies in front of the gearlever and the general spaciousness of the Grande Punto means that the passenger seat can be slid forward to create a storage opportunity behind. Failing that, larger Items that wont go in the back may have to be plonked in the passenger foot well. Standard equipment levels include a CD stereo, remote central locking, electric wing mirrors, a height and reach adjustable steering column and the dual drive electric power steering. Externally, the car keeps up appearances with body-coloured bumpers, body-coloured side panels and a natty set of wheel trims. Climate control air-conditioning, alloy wheels, front fog lights and reverse parking sensors are available from the options list but ABS with EBD is standard on all models. The Grande Punto needs to convince the supermini-derived van market of its merits in the face of competition from the likes of Vauxhalls Corsavan, Fords Fiesta Sport Van and Peugeots 207 Van. A key strength is the way it looks but its very competitive in terms of load and cabin space and none can beat the economy of its engine. The UK market for vans based on supermini passenger cars is limited simply because of their limited carrying capacity but their manoeuvrability, low running costs and appealing driving dynamics attract enough customers to convince these leading brands that its worth fighting over a slice of the pie. Youd expect a van based on a small Italian car to be vibrant and stylish but what about the qualities that commercial vehicle operators really look for? Fiats Grande Punto lives up to its billing with a spacious interior split into a comfortable cabin and a practical loadbay. The quality of materials and construction is way better than the manufacturers reputation might lead some people to expect and the economical 1. 3-litre diesel engine keeps running costs manageable. The abundant space in the front could have been better utilised to lay-on additional storage options and the enjoyable driving experience is hampered somewhat by an awkward gearchange but otherwise, the Grande Punto van does a commendable job. Supermini-derived vans wont meet everyones requirement but if you can live with the limited carrying capacity, this fun little Fiat is well worth a look.FACTS AT A GLANCE MANUFACTURER: Fiat MODEL: Grande Punto Van BHP: 75bhp PAYLOAD CAPACITY: 500kg [est] LOAD VOLUME: 1m3 GROSS VEHICLE WEIGHT: N/A LENGTH: 4,030mm WIDTH: 1,687mm HEIGHT: 1,490mm November 15th 2007]]></description>
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<pubDate>Fri, 16 Nov 2007 11:37:00 GMT</pubDate>
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<title><![CDATA[Mercedes Sprinter Van Range : THE RUNNING VAN]]></title>
<description><![CDATA[Car And Driving - So you thought panel vans were simple, functional vehicles? Take a look at the tech-laden Mercedes Sprinter and think again. Steve Walker reportsIt could be the athletic name, it could be the three-pointed star on the grille, it could be the vehicles native habitat of motorway overtaking lanes but, whatever the reason, the Mercedes Sprinter tends to be thought of as one of the quickest panel vans around. Its a reputation that is not unfounded and one thats served Mercedes well, differentiating their product in a competitive market sector, but the latest Sprinter is different.Fear not, theres still a range of muscular engines that yield a satisfying turn of pace enough to embarrass the average repmobile on a long motorway incline. The nations maniac express delivery drivers can call off the search for alternative transportation. Its just that todays Sprinter has a different emphasis. Speed now shares top billing with safety, technology and refinement. The Sprinter has grown-up. The problem Mercedes have faced with the Sprinter is its status as a premium brand product in a market sector where cost, or rather cutting costs, is king. Pointing to their vans superior residual values will only get Mercedes sales personnel so far when buyers from the smallest sole trader to the largest fleets are being tempted with cheaper and significantly-discounted rivals. One response could have been to drop the product down market to meet the challenge head on but that wouldnt have been very Mercedes-Benz of them, would it? Far more fitting is the approach the marque decided to take, endowing the Sprinter with a level of sophistication never before seen in a humble panel van. Most businesses will wax lyrical in public about their far-reaching, multifaceted, no-stone-unturned approaches to safety but in many instances, theyre just covering their own behinds, guarding against any future day in court. Mercedes have found many customers reluctant to pay extra for optional safety features and so, they took the laudable step of giving the Sprinter a comprehensive safety specification as standard. Three point seatbelts with pretensioners and force-limiters are installed for all seats, a bulkhead is included on all panel van models, there are extensive impact protection measures and every Sprinter gets the advanced Adaptive ESP stability control system."Mercedes have moved the panel van game forward"Adaptive ESP has huge potential for helping the Sprinters driver retain control in challenging road conditions and, ultimately, averting accidents. The system is comprised of ABS with brakeforce distribution and brake assist as well as conventional ESP stability control which can apply braking to any or the four wheels individually or cut power from the engine in order to maintain stability. Over and above this, the Adaptive part of Adaptive ESP can estimate the vehicles mass and centre of gravity, adjusting its responses accordingly. It delivers more precisely controlled braking and better traction when there are different levels of grip on each side of the vehicle. It also reacts more precisely to understeer and oversteer situations by sensing the size and position of the load onboard. Its all clever stuff and testing the system on low friction surfaces really opens your eyes to the potential benefits. It would take a seriously committed driver to lose control of the Sprinter with adaptive ESP in attendance. The Mercedes Sprinter is a big step forward in terms of technology in light commercial vehicles. Buyers with the cash and the inclination could specify a model that makes rivals look like the Mary Rose to the Sprinters Starship Enterprise. The options list harbours such delights as the AAS hill holder system that prevents you rolling backwards on hill starts, Parktronic manoeuvring assistance with its colour screen reversing camera and proximity sensors, bi-xenon headlamps that turn with the steering letting you see round corners at night and Keyless Entry and Slide which can unlock the van then open the electronic sliding side doors automatically as you approach with an armful of boxes. Most buyers, of course, will have at least one eye on their balance sheet and will opt for a fairly standard Sprinter but they shouldnt feel short-changed. There are over 1,000 different derivatives to select from with gross vehicle weights from 3 to 5 tonnes. If we ignore the crewbus, pick-up and crewcab models and stick to the panel vans, the four body lengths, three roof heights and three weight ratings multiply out to give over three dozen options. Then youve got to pick an engine. Its the Sprinters rear-wheel drive layout and accomplished engines that forged its reputation as the speedster of the panel van sector and little has changed with the current model. There are two CDI diesel powerplants offered, a 2. 1-litre four-cylinder thats offered with 88bhp, 109bhp, 129bhp or 150bhp outputs and a range-topping six-cylinder with 184bhp. The sole petrol option is a 258bhp V6, included to offer greater refinement for minibus customers, but the vast majority of Sprinters will drink heavy oil. Theres a marked difference in character between the engines in the modern Sprinter and those in the previous generation van. The old five-cylinder CDI units in particular had a breathy, whining note whereas todays units sound gruffer, more like a diesel engine but quieter. Whether its improved engine refinement or soundproofing, the Sprinters cab is now between 5 and 7 decibels quieter across the rev range. Performance is very much dependant on engine choice. The less powerful options are adequate for light duty work but struggle a little when extended. From the 129bhp engine upwards, theres plentiful torque for a more relaxed drive, with the mighty 184bhp V6 delivering a concussive 400Nm torque output at only 1,600rpm. The van handles adeptly with light and accurate steering via a wheel thats mounted in a comfortable, upright position. The manual 6-speed gearbox could be a little slicker but its still superior to most rivals and the five-speed automatic is very smooth indeed. Inside, the links to Mercedes-Benz passenger cars are instantly apparent. The clear, classily penned instruments, the ventilation controls and the stereo installations are all borrowed direct from models like the B-Class and A-Class. This means that the quality is beyond what weve come to expect in panel vans. Elsewhere, care has obviously been taken to keep things tough and hardwearing while retaining the plush ambience. Aside from the overhead shelving, there isnt too much storage space for really large items but plenty of small cubbies are included to keep stationery and mobile phones in check. The door pockets are a little narrow and the coat hooks behind the seats arent ideally located. Mercedes have moved the panel van game forward with the Sprinter. The safety provision is exemplary, the cab has that upmarket feel common to Mercedes-Benz passenger cars and the drivetrain options are predictably capable. In the end, the level of the Sprinters success in the UK will hinge on whether van buyers are willing to pay for what is ultimately a premium product. The ones that do are unlikely to be disappointed. FACTS AT A GLANCE VAN: Mercedes Sprinter range ENGINES: 4-cylinder CDI diesel 88, 109, 129 or 150bhp / 6-cylinder CDI diesel 185bhp / 6-cylinder petrol 258bhp. MAX PAYLOAD: 960kg (218 CDI SWB low-roof)/ 2,710kg ( 515 CDI SWB lo-roof) LOAD VOLUME: 7m3 17m3 GROSS VEHICLE WEIGHT: 3.0t, 3.5t, 3.8t, 4. 6t, 5.0t]]></description>
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<pubDate>Fri, 05 Oct 2007 17:03:00 GMT</pubDate>
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<title><![CDATA[Peugeot 207 Van : COMPACT CARRIER]]></title>
<description><![CDATA[Car And Driving - Big loads are not the supermini-based vans forte but the Peugeot 207 Van carries over the strengths of its passenger-carrying sibling and should make a good choice for UK business. Steve Walker reportsSupermini-based vans constitute the first rung on the light commercial vehicle ladder. The polar opposite of hulking large panel vans like the Mercedes Sprinter, if your load-carrying requirements dont measure up to something like this, the smallest of all vans, you could probably make do with a wheelbarrow. While they might be small in stature and have payload capacities little better than those of your average family hatchback, vehicles like Peugeots 207 van still find a ready market amongst UK companies. Sometimes nimble handling and low running costs are preferable to sheer lugging ability and its here that vans like the 207 come into their own. There is a school of thought that says if a manufacturer has got a presence in the light commercial vehicle market and a viable supermini in its passenger car range, it might as well offer a supermini-derived van. The development costs are hardly astronomical and, if push came to shove, would probably run to little more than the price of a burly employee with a socket set. Once hed unbolted the passenger cars rear bench and chucked it in a skip, youd be 90% of the way there. OK, so there might be a little more to it than that. The 207 Van loses the supermini versions rear bench seat but the area where the back seat passengers legs would have gone is panelled over to produce a flat load floor that runs up to behind the front seats. The side panels are carpeted, the rear windows are panelled over and the floor itself is covered in tough rubber matting to help protect the vehicle and its cargo. Access to the load compartment is through the 207s wide opening tailgate but its not really a compartment unless you specify either the full-length load cover an interesting hybrid of parcel shelf and roller blind - or the full-height mesh bulkhead. Leave these features on the options list and your cargo is accessible by reaching over your shoulder but the bulkhead will stop hefty items flying forward in the event of an accident and the load cover has obvious security benefits when it comes to keeping valuable items away from prying eyes. However you configure the 207 vans load area, the load volume is around 1.1m3 and theres the potential to load it with up to 450kg of cargo. Theres significant wheelarch intrusion at the sides but objects of up to 1,043mm can still be slid between the bulges, provided you can lift them over the pronounced loading lip and angle them through the tailgate aperture which is only 910mm."the 207 vans small size becomes a strength"The 207 Van is not a vehicle thats likely to be stretched to the limits of its loadbay by its owners. The target market for vehicles like this tends to be small businesses such as florists or couriers that need to make deliveries of small items in busy urban areas. Alternatively, the 207 Van would suit security guards, maintenance engineers or other occupations that need to get from A to B with only a small quality of tools and equipment in tow. For people who dont need the carrying capacity, the 207 vans small size becomes a strength, giving rise to low running costs and ease of manoeuvrability. The car handles sweetly with lively steering and tenacious grip at the front wheels. One trait of the 207 is a large front overhang, so parking and squeezing through gaps isnt as easy as it could be but still a whole lot easier than in larger commercial vehicles. On the open road, ride quality is very good and the 207 will sail through lengthy motorway excursions without becoming wearing on its driver. On the downside, the gear change is sloppy with a loose feel to the lever and the driving position might not appeal to everyone. Peugeots expertise in the field of small petrol and diesel engines is well documented and the 207 van gets a selection of three chosen primarily for their economy. The figure that youll see looming large wherever the 207 van is being promoted is the 62.8mpg combined fuel consumption thats achieved by both diesel engines. Youll need to tread incredibly gingerly on the throttle pedal to replicate this during everyday usage but its a reliable indication that the 68bhp 1. 4-litre HDI and 90bhp 1.6-litre HDI engines are about as economical as youll find in this sector. The petrol alternative manages a less impressive 44.8mpg but is pleasantly refined and with a 13. 9s 0-60mph sprint time, falls between the two diesels in terms of performance. The 1.4-litre oil-burner feels quicker than the laborious 15.1s it takes to do the 0-60mph trial because of the punchy torque output but its still going to be beaten away from the lights by all and sundry. The best bet if youre going to spend lots of time at the wheel of your 207 Van is the 1.6-litre HDI which is almost warm hatchback rapid with an 11.5s 0-60mph sprint and 215Nm maximum torque at 1,750rpm. Away from the engine bay, Peugeot doesnt leave a lot of room for the 207 buyer to manoeuvre. Theres one colour on offer, an appropriately utilitarian non-metallic white and one trim level. At least the standard equipment list is comprehensive, particularly from a safety perspective. It runs to driver and passenger airbags, side airbags and ABS with brakeforce distribution and brake assist, while power steering, electric windows, remote central locking and height adjustment for both seats also get a look in. Air-conditioning, ESP stability control and a Thatcham alarm are cost options. The 207 lags a behind the best superminis in terms of build quality but its not bad and with the fripperies of the passenger car stripped away, this commercial vehicle version has a reassuring solidity about its interior. The ventilation controls feel a bit reedy but elsewhere, a lot of the switchgear seems quite high-end and the chrome rings round the instruments are a classy touch. The column stalks are carried over from the 206 and dont come across as being all that sturdy. Exterior styling can be an important factor for business looking to project the right image and the 207 is definitely distinctive with its Peugeot family front end. Personally, I think Peugeot dropped a bit of a clanger wheeling the gaping maw look out across their model range but sales of the 207 have remained strong across Europe, so Ill bow to their better judgement. Overall, the 207 Van is a capable supermini-derived commercial vehicle. The nature of this sector is that sales are never going to be huge but the 207s refined driving experience and strong engine range mean its well-equipped to bring in its fair share. Safety provision is particularly good and running costs are low. FACTS AT A GLANCE VAN: Peugeot 207 Van ENGINES: 75bhp 1.4i Petrol, 68bhp 1.4HDi diesel, 90bhp 1.6HDi diesel. FUEL ECONOMY: [1.4HDi] (urban) 48.7mpg, (extra urban) 74.3mpg, (combined) 62.8mpg DIMENSIONS: Length/Width/Heightmm 4108/1719/1802 GROSS VEHICLE WEIGHT: 1,570kg 1,630kg MAXIMUM PAYLOAD: 450kg]]></description>
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<pubDate>Wed, 01 Aug 2007 11:21:00 GMT</pubDate>
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<title><![CDATA[Vauxhall Astravan Range : VAN-ISHING POINT]]></title>
<description><![CDATA[Car And Driving - Sales of estate car-based vans have dwindled away in recent years, leaving Vauxhalls impressive Astravan perfectly placed to clean up. Steve Walker reportsIf your business driving tends to be more multi-mile than multi-drop and payload capacity is less important than personal comfort, you need a van thats more car than commercial vehicle. Vauxhalls Astravan is just such a model - not the most practical van for its size or price but one with the looks, composure and class of a common or garden small family estate.In the unlikely event that the name hasnt already caused the penny to drop, the Astravans origins will become instantly apparent to anyone whos familiar with the styling of the latest Vauxhall Astra. Were dealing with a modified version of the Astra Estate thats designed to retain the feel of the passenger carrying base vehicle while adding extra load-carrying capacity in the form of a long, low area immediately behind the front seats. The Astravan inherits the Astras sharp lines with the prominent V on the grille, the large pointy light clusters and the roof line sloping away towards the rear. By the modest standards set by rival compact vans, its a very good-looking vehicle indeed. The Astra Estates rear glasswork and seats obviously got the chop in the Astravan conversion process but the commercial modifications go considerably further than that. A half height steel bulkhead comes as standard fit and buyers have the option of extending this to roof height with a mesh partition. This set-up is known as the Flex system and by means of a flap in the bulkhead and a folding passenger seat, it allows longer items to be accommodated. In standard form, the load area is 1,780mm in length and 900mm high but the absence of any side access means that you often have to physically climb inside to retrieve items that have slid down to the far end. A load liner protects the floor and there are six tie-down points for securing cargo, something that it would be wise to do before exploring the Astravans impressive handling package. The 1.6m load volume and the 650kg maximum payload mean that carrying capacity isnt the Astravans strongest suit."its probably the finest drivers van on the market."Commercial vehicle interiors are usually bland, no-nonsense affairs with the emphasis placed on tough materials and sturdy construction but the Astravans close links to Astra passenger cars pays dividends here. The design and materials that position the Astra as one of the top family hatches on the market make the Astravan arguably the top light van for interior sophistication and comfort. The two-tone dash and door panels take on the sharp, angular theme from the exterior, with the controls intelligently positioned and the aluminium-ringed instruments easy to read. The control interface for the stereo isnt immediately self-explanatory and storage space is less abundant than youd find in purpose-built compact vans but the Astravan is brimming with neat touches. Amongst these are the clever switches for the self-levelling headlamps and the instrument illumination: these pop out allowing you to twist them into position before pushing them back into the fascia. Very tall drivers may have a problem with the restricted seat travel but those of around six-feet in height should have no problem reaching a very comfortable driving position with the aid of the rake and reach adjustable steering column. The seating itself is firm and supportive with strong side bolsters that become even more pronounced on the sports seats fitted to the range-topping Sportive versions. The driving position is exactly as youd find in the Astra passenger car, which means its far less upright that in other compact vans. This makes repeated entries and exits more of a chore but is infinitely preferable on longer journeys. The Astravan engine line up yields a good degree of choice, with no fewer than three CDTi common-rail diesel engines and a 1.4-litre petrol option. Its the diesels that most buyers will concentrate on but making a decision between them is far from straightforward. For a start, theres only 29bhp between the lot. The line-up opens with an 89bhp 1.3-litre option that produces 200Nm at 1,750rpm. This is an impressive unit and, to be honest, it should prove quite adequate for most operators thanks to muscular responses that belie its modest size and stunning fuel economy that approaches 60mpg on the combined cycle. The 1.7-litre CDTi engine comes next and its both quicker and less economical, but only just. Here, you get 99bhp and 240Nm from 2,300rpm. The 1. 9-litre CDTi range-topper packs an impressive 118bhp and 280Nm at 2,000rpm, its power delivery being smoother with less turbo lag than youll experience in the 1.3-litre van. It feels strong through the lions share of the rev range as well and of all the engines, its best equipped to make the most of the Astras involving chassis. You can still expect fuel economy in the region of 50mpg too. The Astravan turns in an accomplished performance on poorly surfaced roads with the front end soaking up the bumps very effectively. Theres tons of grip as well and this inspires confidence even in wet conditions. The well-weighted steering and accurate gearchange mean that this is a van that you can really enjoy driving, even if the box does feel slightly reluctant when moving through the lower gears. The Vauxhall Astra is a fine-handling family hatch, so it stands to reason that the Astravan will be a fine handling van. In fact, in the absence of any direct competition, its probably the finest drivers van on the market. On longer trips, the only drawback is the level of noise emanating from the rear. The engines are reasonably refined but theres a lot of tyre roar echoing around back there and holding a conversation in the front can be difficult. Equipment levels are another Astravan strongpoint, with all the basic Club models featuring electric windows, a CD stereo and height adjustment for the drivers seat as well as twin front airbags, ABS, emergency brake assist and electronic brakeforce distribution. The Sportive derivatives have sports seats and steering wheel, matt chrome trim inserts, air-conditioning, body-coloured mirrors and door handles, roof-rails and 16" Structure wheels which offer the look of alloy items without the repair or replacement costs. Its the Astravans passenger car qualities that have always set it apart from its purpose-built small van rivals. Although youll be able to carry a lot more cargo and access it more easily in a Ford Transit Connect, Citroen Berlingo or Vauxhalls own Combo, youll arrive in better shape after a long journey in the Astravan and youll likely enjoy the experience of getting there far more. Without direct rivals in todays CV marketplace and with its own distinct set of abilities that will be exactly what many operators are looking for, its hard to see how the Astravan can fail. FACTS AT A GLANCE VAN: Vauxhall Astravan range ENGINES: 89bhp 1.4-litre petrol, 89bhp 1.3-litre CDTi, 99bhp 1.7-litre CDTi, 118bhp 1. 9-litre CDTi PAYLOAD: 650kg LOAD AREA: 1.58m3 SAFETY FEATURES: twin front airbags, seatbelt pretensioners, ABS, EBA, EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4515/1753/1500]]></description>
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<pubDate>Thu, 12 Jul 2007 13:02:00 GMT</pubDate>
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<title><![CDATA[Fiat Doblo Cargo Van Range : CARGO COULD GO FAR]]></title>
<description><![CDATA[Car And Driving - Fiats Doblo Cargo Van now has the style to go with its undoubted substance. Steve Walker ReportsLooks do matter, even when were talking commercial vehicles and anyone who tries to tell you otherwise should be politely reminded of Fiats Doblo Cargo. A highly capable van in almost every respect, the little Fiat was held back from achieving the recognition it deserved in the marketplace by styling that could best be described as challenging. Despite this, the vehicles underlying qualities still shone through its gawky faĆ§ade to help it rack-up 310,000 worldwide sales and, now that the thorny cosmetic issue has been addressed, todays version looks equipped to build on that success.The Doblo wasnt the first Fiat to be slightly scuppered at the initial design stage. The whole saga mirrors that of the Multipla MPV which arrived to widespread critical acclaim in the press but sporting one of the most ungainly vehicular front-ends in living memory. Every correspondent who waxed lyrical about its ground-breaking packaging and supreme practicality then felt obliged to insert the caveat that nobody would buy the car because it looked so odd. Its a little sad but true that we Brits prefer the staid to the extraordinary when it comes to the way our cars look and the same goes for our commercial vehicles. Fiats Doblo Cargo (along with its Doblo passenger car sibling) was never quite as visually outlandish as the Multipla but the chunky latticework grille, the horizontal bar that split the headlamps and that snout-effect sloping bonnet line meant it stood-out big time from its rivals. As with the Multipla, Fiat eventually caved in and commissioned a thorough facelift. Todays Doblo Cargo unceremoniously ditches most of the design cues that made its predecessor the most distinctive small van on the UK market. Its still striking to look at by van standards but in a more uniform and subtle way. The large headlamps curve round into the vehicles flanks at the corners and the frontal aspect is dominated by the clean planes of the oversize bumper inserts. These sit either side of a highly Audi-esque grille and under-bumper arrangement. The Doblos rounded-off side windows remain, as do the side mirrors with their body-coloured stripes. There are hefty side rubbing strips to protect the bodywork and the rear lights have been tweaked too. "Engines have never been a problem for the Doblo Cargo, at least since Fiats JTD common-rail diesel units came on the scene"Less obvious to the casual observer is the fact that the current Doblo Cargo is a teensy bit bigger. Measuring in 91mm longer, 6mm wider and 10mm lower than its predecessor while riding on a 2,583mm wheelbase thats increased from 2,566mm, it has expanded in every direction. In standard form, this growth translates into a 3.2m3 load volume that can be grown to 3. 8m3 if you opt for a high roof derivative. These load volumes significantly outstrip rivals like Citroens Berlingo and Renaults Kangoo, while the Doblo Cargos payload capacity of 730kg is class competitive. The loadbay is accessed through the asymmetrically split side-hinged rear doors and if you upgrade to the SX trim level, a pair of sliding side-doors are also added. Engines have never been a problem for the Doblo Cargo, at least since Fiats JTD common-rail diesel units came on the scene. Refined, flexible and utilising the latest Multijet engine control technology, the entry-level 16-valve 1.3-litre JTD unit is a second-generation common-rail diesel. Theres 75bhp at 4,000rpm on offer here and 140lb/ft of torque as low as 1,750rpm making the Doblo feel quicker than its performance figures suggest. You should also be able to average over 50mpg. The 8-valve 1.9 JTD remains at the pinnacle of the Doblo Cargo range. This 105bhp engine is of the first generation common-rail configuration and utilises Fiats Unijet injection system. Its not as advanced as the 1. 3-litre but its faster and nearly as economical. Maximum torque is 147lb/ft and it arrives at 1,750rpm. Buyers looking for real pace might feel like holding fire until two more engines arrive in the near future. An 85bhp version of the 1. 3-litre unit and a 120bhp 1.9 JTD will add some real spice to the line-up when they come on stream. The final engine choice is the cheapest in the range, a 1.4-litre 77bhp unit. Petrol is often viewed as a dirty word amongst commercial vehicle buyers but this engine is feisty and provides respectable economy. Theres not as much torque as with the diesels but the petrol is more refined and could be enough to tempt a few buyers away from the black pumps. Regardless of the engine fitted, the Doblo Cargo handles sweetly with good weight and feel to the steering plus plenty of grip. Internally, the Doblo is a vibrant proposition with some particularly lurid trim colours available to match the 12 different exterior paintwork options. This vivid approach certainly livens up the drivers working environment and makes a change from the traditional CV choice of grey cloth or wipe-clean vinyl. The fabric seems suitably hardwearing and the plastics tough. Theres a shelf above the windscreen providing extra storage, along with decent sized-door pockets. Dashboard-mounted gearlevers are usually included to let the driver slide across and exit via the passenger door but the Doblos console sticks out too far to make this an easy manoeuvre. Otherwise, theres little to criticise here: the unusual styling theme carries over well from the exterior but not at the expense of functionality. The driving position is upright and visibility is good, combining with the tight 10.5m turning circle to make the Doblo Cargo a very malleable small van. If youre one of the small van buyers who shunned the Fiat Doblo Cargo because of its ugly duckling appearance, nows the time to revisit it. The transformation is hardly in the beautiful swan league (its more a case of significantly smartened-up duck) but that will be enough to satisfy most. This practical, well engineered, fine driving and, now, good looking van could be about to take its deserved place on centre stage.FACTS AT A GLANCE VAN: Fiat Doblo Cargo ENGINE OPTIONS: 1.4 77bhp (petrol) / 1.3JTD 75bhp, 1.9JTD 105bhp (diesel) PAYLOAD: 730kg LOAD VOLUME: 3.2/3.8m3 WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4250/1720/1810mm]]></description>
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<pubDate>Wed, 04 Jul 2007 10:30:00 GMT</pubDate>
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<title><![CDATA[Mercedes Vaneo (2002 - 2006) : A VAN BY NAME IF NOT BY NATURE]]></title>
<description><![CDATA[Car And Driving - Models Covered: 5dr mini-MPV 1.6, 1.9 petrol, 1.7 diesel (Ambiente, Family, Trend)BY ANDY ENRIGHTFaced with the problem of how to convert all of the buyers of small estates and mini-MPVs to the three-pointed star, Mercedes designers came up with the Vaneo. Its by no means the most elegant looking vehicle on the block, but it gets the job done in a solid no-nonsense manner. In many respects, its the very antithesis of Mercedes extreme power and premium pricing philosophy, offering an affordable and modest vehicle to those who still harbour some residual badge snobbery. Loosely based on the long wheelbase chassis of the A-class supermini, the Vaneo makes an interesting used buy. Although it never really caught the British publics imagination, the Vaneo is surprisingly rugged and soaks up miles very well.The 4,192 mm long Vaneo sits on a very long wheelbase of 2.9 metres and on rather wide tracks (1,524 mm front and 1,477 mm rear) making for a different footprint to the A-Class. All this is just as well, for to stand any chance of competing with Scenics and Zafiras, this car needs to be a lot larger than Mercedes entry-level model. True enough, a highish roofline of 1830 mm is coupled to an interior height of 1240 mm to give an agreeably airy feel to the cabin. Remove the rear seats and youve got 1810mm of length in the rear cargo bay. You wont want to repeat this procedure too often, however as they are rather heavy. Remove the front passenger seat and you can get items up to 3000mm long inside. Socially inept windsurfers may well have found their nirvana. Load the Vaneo up with people and paraphernalia and it rides very well, but such is the firmness of the springing that when its empty, the ride quality deteriorates somewhat and feels slightly commercial. A seven seat option is available for those who run six a side football teams and/or are gifted procreators, but most will be content with the five seat version which is one of the rare offerings in the mini-MPV class that can not only seat five but can also transport the accompanying luggage. Full marks to Mercedes there. The modular seat layout, two wide opening sliding doors and tailgate give easy access to the large interior and an optional pull-out compartment floor makes loading simplicity itself. The Vaneo is reasonably well equipped, with standard features such as ESP electronic stability control, Brake Assist, twin front and side airbags and the proven sandwich-body construction pioneered by the A-class.Prices for the 82bhp Vaneo Family kick off at just under £8,000 for a 52-plated example with the 1.7-litre CDi diesel and the 102bhp 1.6-litre petrol equivalent costing around £300 extra. Youll need around £8,500 to land a 1. 9-litre petrol model in Trend trim with Ambiente and Family variants fetching another £300 again. Insurance for all Vaneo models is inexpensive, opening at Group 7A and topping out at a hardly intimidating 8A.A full Mercedes dealer service history is absolutely essential, especially for the most recent models whose lengthy warranty effectively for the life of the car is dependent on proper servicing by an authorised agent. Check that all the accessories work and watch out for cosmetic damage which can be expensive to correct. These are popular family cars, so check for wear and tear in the rear. Also look for the usual signs of wheel kerbing and poorly repaired accident damage. Unlike many manufacturers who concentrate on a plush cabin and skimp on the out-of-the-way bits in order to create a good first impression, Mercedes have bizarrely adopted the alternate approach with the Vaneo. Despite the lacklustre plastics quality of the cabin, the mechanicals are very tough indeed. Dont judge this book by its flimsy cover.(approx. Based on a Vaneo 1.6 Trend) Allow around £40 for a set of front brake pads and £25 for the rear and about £175 (excluding catalyst) for a factory exhaust system. A full clutch replacement would cost around £175, a radiator is about £135 whilst a starter motor can be up to £250. A new alternator would be in the region of £445 and a front headlamp would cost about £95.Four engines feature in the Vaneo line-up, but most will opt for one of the two 1.6-litre petrol units on offer, respectively developing 82 and 102bhp. Theres also a range-topping 125bhp 1.9-litre petrol powerplant. As in the A-class, these units are eight, rather than fashionable 16-valve in configuration. The engineers apparently rejected the multivalve approach on the grounds of size and weight and, sure enough, both powerplants are about 25% lighter than equivalent engines, a difference that makes the car feel livelier than their respective power outputs would suggest. The more powerful 102bhp 1.6, for example, makes sixty in 11. 1s on the way to 111mph. As well as the standard manual gearbox, theres also an auto box and something between the two a manual without a clutch. There's no doubting, however, the hi-tech credentials of the 1.7-litre direct injection turbo diesel. This 91bhp engine uses 'common rail' diesel technology to produce an impressive balance between power and economy, averaging nearly 50mpg. Whichever option you choose, in true Mercedes fashion, you can select it in one of three trim packages - Trend, Family and Ambiente. Various lifestyle packages are also available, with names like Carry, Dog, Cycle, Surf and Winter that obviously sounded good after a long marketing lunch. Still, it seems Mercedes are playing the lifestyle card with major conviction. Dont let the uninspiring looks and twee name put you off. The Vaneo is well built and offers a surprising amount of space in its compact footprint. It wont win any beauty contests and inviting people for a spin in the Merc might be a recipe for disappointment, but to know a Vaneo is to love one. Surprisingly good. ]]></description>
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<pubDate>Wed, 04 Jul 2007 01:00:00 GMT</pubDate>
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<title><![CDATA[Fiat Scudo Van Range : DO YOU DO SCUDO?]]></title>
<description><![CDATA[Car And Driving - Fiats Scudo certainly stands out from the small panel van crowd on looks but can it attract buyers who prioritise more practical criteria. Steve Walker reportsUnadventurous, derivative, dull; these charges and others like them are becoming tougher and tougher to level at modern panel vans. This category of commercial vehicles was once the very embodiment of function over form but in recent years the leading manufacturers have unshackled their designers somewhat, allowing them freedom to inject a spark of creativity into the mix. Where once choosing a panel van for your business was largely an exercise in statistical analysis, now buyers must also ask themselves which model they most like the look of. Fiat hope their latest Scudo will attract its fair share of admirers. There are certainly some distinctive-looking panel vans out there at the moment but manufacturers remain unwilling to shoulder the development costs of these vehicles alone. Thats why we see new models brought to market by groups of manufacturers with each individual marque branding the vehicle as their own. This Scudo, like its predecessor and its bigger brother the Ducato, is a product of Fiats alliance with PSA Peugeot Citroen so you can also get it badged as a Citroen Dispatch or a Peugeot Expert. Its an unorthodox-looking van whatever insignia adorns its grille with a steeply raked windscreen, a huge front bumper and dramatically elongated headlamps. The styling themes are definitely more Peugeot than Fiat with the large front overhang and the bonnet that rises at the edges before easing up into the A-pillars. Half close your eyes, stand on your head and on a foggy morning, you could almost mistake it for a 407. The Scudo is one of the smaller panel vans youll encounter on your commercial vehicle search but, crucially, its not as small as the old Scudo model it replaced. During its marathon innings that stretched from 1995 to 2007, that model sold some 350,000 units partly because there was nothing else on the market quite like it in terms of size with the obvious exception of its Citroen and Peugeot sister vehicles. Where the old Scudo slotted into the no vans land between smaller panel vans like the Volkswagen Transporter and larger little vans like Fords Transit Connect, this model goes head to head with the first group. If its going to beat these rivals on a level playing field, it will need to be good."The Multijet diesel engines are predictably strong"The Scudo range is far broader than before. Buyers can vary the available load space in their model by selecting from two wheelbases (L1 and L2) and two roof heights (H1 and H2). This gives rise to payload capacities between 1,000kg and 1,200kg with load volumes of 5m3, 6m3 or 7m3. The Scudo offers a class-leading loading height of just 490mm (which the optional air-suspension can drop further) and impressive load access with full-height rear doors and a sliding side door on each flank. With openings of 924mm wide, these sliding side doors are big enough to take a standard Euro pallet. This, along with the 1,245mm loading width between the wheelarches and the square shape of the loadbay generally, helps make the Scudo one of the best small panel vans when it comes to accommodating larger objects. As well as the panel van models, Fiat are also offering platform cabs ready to take all manner of conversions and Combi models with between five and nine seats aimed at taxi firms or even buyers with large families who may have been considering a large MPV. The cab area is impressively spacious for two passengers with firm, supportive seating and plenty of adjustment in the driving position. If you specify the front bench expecting to get three across the front row, you may be disappointed as the dash-mounted gear lever severely restricts legroom for the middle passenger. The light grey plastics arent of the soft-touch variety but they do seem tough and the layout of the controls is largely conventional with all the important stuff sited on the steering column itself. For storage there are narrow door pockets, a large pot in front of the passenger and a small glovebox but you might need that third front seat to sit larger items on. The overhead shelf increases the oddment space available but you have to reach up and feel about blindly for anything youve put in there, so leave that box of roofing tacks in the glovebox. Standard equipment includes a CD stereo, power steering, remote central locking and a height adjustable drivers seat. The Scudo cabin sits noticeably lower than other small panel vans and this has advantages when it comes to getting in and out. You dont have to hoist yourself up to the driving seat and once youre there, the actual driving position is more like that of an MPV than a van. This has advantages in terms of comfort on longer trips but you do loose out a little on visibility. The Scudo sits you a long way back from the base of its steeply raked windscreen, so its hard to pinpoint where the nose of the van is on parking manoeuvres and the long front overhang means that the turning circle isnt particularly tight. On the open road, the Scudo is very pleasant to drive with the suspension taking care of the bumps admirably and the light steering easily adjustable. The Scudo corners with good body control for such a high-sided vehicle and the braking is assured with ABS and EBD as standard. Without a full bulkhead, noise levels in the cab are quite high but the Multijet diesel engines are predictably strong. Dont necessarily let the modest 1.6-litre capacity of the Scudos entry-level engine put you off. This 90bhp unit chips in with a sizable 180Nm torque rating and it will be more than adequate if you do most of your driving around town. The 2. 0-litre engines are stronger for those carrying bigger loads on longer trips. Theres the choice of 120bhp or 140bhp power here and that means torque of 300Nm or 320Nm, both at a lowly 2,000rpm. These are excellent commercial vehicles engines with strong economy and power enough to make you question the need for the lager 2.5-litre units employed by some rivals. The 120bhp 2.0-litre is probably the pick of the range. The Fiat Scudo is definitely a strong product with flamboyant styling for a panel van but whether it has the wherewithal to tempt buyers away from their Vivaros and Transporters remains to be seen. Where the previous Scudo had its unique halfway house dimensions to set it apart, this larger Scudo must tackle the class leaders directly. Many will choose it on merit with the punchy, economical engines, cab comfort and versatile load area being particular draws but ultimately, Fiat will be happy to settle for a smaller slice of a larger pie.FACTS AT A GLANCE VAN: Fiat Scudo van range ENGINES: 90bhp 1.6 / 120bhp 2.0 / 140bhp 2.0 / Multijet diesels MAXIMUM PAYLOAD: 1,000kg-1,200kg LOAD VOLUME: 5m3-7m3 KERB WEIGHT: (panel vans) 1,661kg-1,763kg]]></description>
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<pubDate>Fri, 01 Jun 2007 11:31:00 GMT</pubDate>
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<title><![CDATA[Toyota Hiace Van Range : ACE IN THE HOLE]]></title>
<description><![CDATA[Car And Driving - The Hiace Van Is No Spring Chicken But The Latest Enhancements Have Ensured That Its Relevance To UK Businesses Is Preserved. Steve Walker ReportsSooner or later in business everything comes down to money and commercial vehicles are no exception. There are vans with prestigious badges and rakish bodywork that might do something to boost your firms profile with the world at large but youll pay a premium for those. There are models featuring big zesty engines that come luxuriously appointed and/or crammed with equipment. These are sure to put smiles on the faces of your companys drivers but the reaction of your accountant might be less jovial. The foremost concern of anyone buying a van for their business has to be the cost and other niceties must, in the end, be secondary to that. This is where Toyotas latest Hiace comes in.The Hiace is demonstrably not the most modern panel van youre going to come across during the hunt for a vehicle that suits your business. Under different names, through a succession of revisions and improvements, it has certainly been around for a while. Yet, the years havent taken their toll as vehemently as they have with some other long-serving commercial vehicles. In its latest form, the Hiace looks up-to-date and fresh engine technology means its sound under the bonnet and its available in a variety of different guises to suit a variety of tastes. The best part is that Toyota have been resisting the urge to significantly hoist their prices, making the Hiace one of the best value panel vans currently available to UK buyers. The Toyota Hiace Range continues to offer a generous choice of body styles to suit a wide Range of different business needs. The core three-seat panel van is available in both short and long wheelbase versions, with respective Gross Vehicle Weights of 2.8 and 3. 0 tonnes. It can be specified with either a rear lift door, or swing-out doors that open to 180 degrees. "Toyota have been resisting the urge to significantly hoist their prices for some time, making the Hiace one of the best value panel vans currently available"Inside the cabin, the focus has been on increasing the quality of the driving environment with a new four-spoke steering wheel, giving a more car-like feel, and a silver finish to the central instrument cluster. More contemporary seat fabrics have been introduced. The new Hiace features a premium audio line up, including a standard audio system with CD player that can play MP3 files stored on disc. For the first time Hiace offers the option DVD full-map touch screen satellite navigation. As before, all Hiace models are fitted with a drivers airbag and ABS as standard. The safety provisions are strengthened with new front seatbelts with pretensioners and force limiters and the option of a passenger front airbag. Just two versions of the same engine are available to power the Hiace and in the latest version they have been re-engineered to deliver increased power and toque. Toyota D-4D engines have won plaudits galore in the Japanese giants car Range and the Hiaces 2. 5-litre units are of the same common-rail configuration. Theres a choice of either 94 or 115bhp power outputs and even the lesser of these two is capable of some eye-opening figures. Maximum torque is recorded at 230Nm from 1,400rpm while its bigger brother manages a full 294Nm at 1,600rpm. The 115bhp unit can return a healthy 32. 5mpg on the combined cycle and there is no petrol option to complicate matters. The D-4D engines could well be the Hiaces best feature. Theyre powerful economical and not too rough around the edges, making the van comfortable and enjoyable to drive. The gearbox isnt the most accurate youll come across. Being of the floor rather than dash-mounted variety, it can make the driver feel further removed from the action but it does its job. The actual driving position in the van is a top notch, much more car-like than in most large commercial vehicles. The steering wheel is angled very vertically, unlike in the majority of the Hiaces contemporaries, and the seat is well designed - even if the fabric coverings are starting to look a bit dated. Toyota are keen to point out that their Hiace is cheaper to run than competitors like Volkswagens Transporter and the smaller Ford Transit models - running costs of 11. 31 pence per mile shouldnt be enough to break anyones bank. Its also capable of carrying larger payloads than most other vans of similar size, so you should be able to move more for your money. The overall package is comprehensively underwritten by a 3-year/60,000-mile warranty and service intervals of 20,000 miles are longer than most comparable products on the market. When the big C of cost comes into play, as it must with all sensible business decisions, the Hiace comes into its own. Buyers get a solid van with a very good engine for a very reasonable price. It might not be the most advanced and the interior ambiance might be a little unsophisticated but overall it represents good honest value. The latest revisions have made a significant improvement to the model and you certainly dont have to skimp on quality as much as you might expect when opting for a vehicle from the budget end of the market. We can confidently expect the new Toyota Hiace models to be finding happy homes with buyers for a good few years yet. FACTS AT A GLANCE VAN: Toyota Hiace Range PRICE: £12,505-£14,795 (Basic) ENGINES: 2.5-litre D-4D (94bhp or 115bhp) PAYLOAD: 1,140kg-1,260kg WILL IT FIT IN YOUR GARAGE?: [SWB] (length/width/height) 4795/1800/2000mm]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/toyota-hiace-van-range-1004389.html</link>
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<pubDate>Thu, 22 Mar 2007 10:41:00 GMT</pubDate>
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<item>
<title><![CDATA[Vauxhall Corsa Van : PAR FOR THE CORSA?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/vauxhall-corsa-van-1005698.html</link>
<guid>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/vauxhall-corsa-van-1005698.html</guid>
<pubDate>Tue, 06 Feb 2007 17:55:00 GMT</pubDate>
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<title><![CDATA[Peugeot Partner Van Range : PART VAN, PART MACHINE]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/peugeot-partner-van-range-1004376.html</link>
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<pubDate>Fri, 26 Jan 2007 10:17:00 GMT</pubDate>
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<title><![CDATA[Renault Master Van Range : JACK OF ALL TRADES? THE MASTERS THE ONE]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/renault-master-van-range-1004385.html</link>
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<pubDate>Fri, 26 Jan 2007 09:46:00 GMT</pubDate>
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<title><![CDATA[Peugeot Expert Van : ASK THE EXPERT]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/peugeot-expert-van-1004378.html</link>
<guid>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/peugeot-expert-van-1004378.html</guid>
<pubDate>Tue, 23 Jan 2007 13:16:00 GMT</pubDate>
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<title><![CDATA[Nissan Kubistar Van Range : KUBI OR NOT KUBI?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/nissan-kubistar-van-range-1004370.html</link>
<guid>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/nissan-kubistar-van-range-1004370.html</guid>
<pubDate>Thu, 11 Jan 2007 15:19:00 GMT</pubDate>
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<title><![CDATA[Renault Kangoo Van Range : BOUND FOR SUCCESS?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://ukiedata.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/renault-kangoo-van-range-1004383.html</link>
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<pubDate>Mon, 08 Jan 2007 15:34:00 GMT</pubDate>
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<title><![CDATA[Renault Clio Campus Van Range : LITTLE VAN ON CAMPUS]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 08 Jan 2007 11:13:00 GMT</pubDate>
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<title><![CDATA[Fiat Ducato Van Range : HEFT DEFYING FIAT]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 11 Dec 2006 16:49:00 GMT</pubDate>
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<title><![CDATA[Citroen Berlingo XTR+ Van : READY FOR THE ROUGH?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Wed, 06 Dec 2006 12:48:00 GMT</pubDate>
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<title><![CDATA[Citroen Berlingo Van Range : ICH BIN EIN BERLINGO]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Wed, 06 Dec 2006 12:40:00 GMT</pubDate>
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<title><![CDATA[Citroen Relay Van : IS THAT REALLY THE RELAY?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Tue, 24 Oct 2006 18:19:00 GMT</pubDate>
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<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Fri, 20 Oct 2006 16:32:00 GMT</pubDate>
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<title><![CDATA[Nissan Interstar Van Range : A STAR IS BORN]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 11 Sep 2006 17:06:00 GMT</pubDate>
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<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 04 Sep 2006 17:00:00 GMT</pubDate>
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<title><![CDATA[Vauxhall Movano Van Range : MORE VAN FOR YOUR MONEY.]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 31 Jul 2006 17:09:00 GMT</pubDate>
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<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Wed, 12 Jul 2006 16:48:00 GMT</pubDate>
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<pubDate>Thu, 06 Jul 2006 13:51:00 GMT</pubDate>
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<title><![CDATA[Vauxhall Vivaro Van Range : A VAN FOR ALL REASONS]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 03 Jul 2006 17:11:00 GMT</pubDate>
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<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Mon, 05 Jun 2006 11:40:00 GMT</pubDate>
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<pubDate>Mon, 22 May 2006 13:58:00 GMT</pubDate>
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