Mercedes-Benz Evito vs Renault Kangoo

What's the difference?

It’s arguably the best-looking mid-size van on the market, particularly with the optional enhancements fitted to our example. And its longer (km-based) service intervals and capped-price servicing costs offer substantial savings compared to a diesel Vito equivalent.

However, the eVito has a much higher purchase price, smaller payload, shorter driving range, can’t tow a trailer and feels a tad under-powered at low speeds. Plus filling its battery with fresh charge takes much longer than filling a tank with diesel, which may or may not be an issue depending on planned usage.

Therefore, a buyer would need to have not only a sizeable purchasing budget but also very specific and resolute criteria for this vehicle to shine in a commercial role.

The latest petrol-powered Kangoo has the pricing, practicality and performance to win friends in Australia’s small commercial van class. If you can afford an option pack or two, like those fitted to our test vehicle, it's even better.

The eVito’s front-mounted electric motor drives the front wheels. Its lithium-ion battery is located beneath the standard Vito floor to ensure load volume is not reduced. This substantial battery is as wide as the load floor and extends from just behind the front wheels to just ahead of the rears. Its charging port is located behind a spring-loaded body flap ahead of the left front wheel.

It rides on a 3200mm wheelbase with 5140mm overall length, 1928mm width and a kerb-to-kerb 13-metre turning circle, with 1916mm height allowing access to underground and multi-storey carparks. It’s equipped with strut-type front suspension, semi-trailing arm/coil spring rear suspension and four-wheel disc brakes.

Our test vehicle is less than 4.5 metres long (4488mm) and well under 2.0 metres in width (1859mm) and height (1830mm), making it ideal for those with either limited parking space and/or needing to access space-restricted areas in their working roles.

Its compact 2716 wheelbase results in an 11.3-metre turning circle. This is larger than you might expect, given it’s no tighter than Toyota’s shortest HiAce mid-sized van.

However, it’s also line-ball with its small van rivals, which highlights the restrictions in steering lock shared by front-wheel drive vehicles compared to rear-wheel drivers like the HiAce.

The Kangoo features MacPherson strut front suspension and its rear suspension uses torsion bar primary springing supplemented by a pair of secondary coil springs for carrying heavy loads. There’s also rack and pinion steering and a quartet of disc brakes.

Bodywork and wheels confirm its no-frills work focus, with unpainted dark grey plastic prominent on the hubcaps, front/rear bumpers and along the sides where bumps and scrapes usually occur.

It has tidy styling for a commercial van, including the sharp cabin design that combines a tasteful blend of grey and satin chrome hard surfaces with the practicality of wipe-clean fabric upholstery and vinyl floors.

With its hefty 2318kg kerb weight and 3200kg GVM, the eVito has an 882kg payload rating. That is 183kg less than a diesel equivalent (119 Vito MWB RWD), given that the eVito is around 300kg heavier than the ICE version largely because of its battery.

And unlike the diesel alternative, which is legally rated to tow up to 2500kg of braked trailer, the eVito has no tow rating, which is consistent with other electric vans we’ve tested and a potential deal-breaker for tradies.

The cargo bay offers a competitive 6.0 cubic metres of load volume and is accessed through sliding doors on each side (822mm openings), with large internal assist-handles on the bulkhead. Rear cargo bay access is through a swing-up tailgate, which can limit the use of forklifts not fitted with extendable tynes. All doors and walls are internally lined.

The load area is 2678mm long, 1709mm wide and 1392mm high. With 1270mm between the rear-wheel housings, it can carry two 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by eight sturdy load-anchorage points.

The cabin bulkhead has a cavernous open storage area at its base which is handy for storing ropes, straps etc. The upper section of the bulkhead protrudes about 20cm into the openings of the side sliding doors which may obstruct loading of large items.

Cabin storage includes a large-bottle holder and bin in the base of each door, with smaller bins at mid-height. There’s also an overhead glasses holder, two cupholders and three open bins across the top of the dash, a single glovebox and a hidden compartment beneath the passenger seat which is handy for storing small items or valuables out of sight.

Our test vehicle’s 1447kg kerb weight and 2010kg GVM results in a useful 563kg payload rating.

It’s also rated to tow up to 1500kg of braked trailer and with its 3510kg GCM (or how much it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight for optimum versatility.

Cargo bay access is through asymmetric rear barn-doors which can be opened to 180 degrees for forklift and loading dock access, or sliding doors on each side with (according to our tape measure) 625mm openings. The walls and doors are lined to mid-height and there’s internal lighting.

The cargo bay’s load volume is a competitive 3.3 cubic metres and with more than 1.8 metres in length, almost 1.6 metres in width and more than 1.2 metres between the rear-wheel housings, it can easily swallow one standard Aussie pallet or two Euro pallets.

The load floor, which does not include a protective liner as standard equipment, offers a choice of six load-anchorage points.

The solid bulkhead doubles as a sturdy cargo barrier and insulates the cabin from cargo bay noise, most of which comes from the tyres emanating through the rear-wheel housings.

Given its compact dimensions, the cabin is surprisingly spacious and accommodating even for someone my height (186cm), thanks to front doors that open to a full 90 degrees, generous leg and elbow room plus a high roof relative to the seating position that adds to the airy feel.

Storage includes a large-bottle holder and bin in the base of each door, single glove box, full-width overhead shelf, large open tray in the centre of the dash-pad and (in standard form at least) a centre console with two cupholders and trays for small items.

However, given our test vehicle is equipped with the optional Business Pack, the standard console is replaced with a more elaborate version, which in addition to a pair of cupholders has a wireless phone-charging dock up front and a box with hinged lid at the back.

There’s also a sizeable clamshell-lid compartment set into the dash-pad ahead of the driver, which includes a smartphone holder on a stalk that can be easily moved to either side of the compartment depending on driver preference.

Our only criticism is the lid on the optional console box. Although it’s been thoughtfully angled downwards at the front to provide the driver with comfortable elbow support, there’s no mechanism on the hinge to hold it in the open position.

This makes it awkward to access the box, as the angled lid naturally wants to keep closing on your hand, so a detent in the hinge would be useful.

And, in a similar context, we’d also like to see hinge detents (or struts) to firmly hold the rear barn-doors open in their 180-degree positions, given their propensity to slam shut if hit by wind gusts during loading/unloading.

This can potentially injure the operator, so these devices should be standard issue, not only for Kangoos but all barn-door vans.

The Kangoo petrol range is available in SWB (short wheelbase) with a choice of six-speed manual or seven-speed dual-clutch automatic, plus a LWB (long wheelbase) model available only with the auto.

Our test vehicle is the SWB auto, powered by the same 1.3-litre four-cylinder turbocharged engine shared by all petrol models, for a list price of $41,990.

That figure sits comfortably between petrol rivals in the small van class, including the Peugeot Partner Pro Short ($39,990) and Volkswagen Caddy Cargo TSI220 ($43,990).

Our example has been enhanced with genuine accessory carpet mats ($167) plus some desirable options including 'Highland Grey' metallic paint ($800) and the ‘Peace of Mind Pack’ ($1500) comprising blind-spot monitoring, front/rear/side parking sensors, driver attention alert, high-beam assist, navigation, overspeed prevention and traffic sign recognition.

It’s also equipped with the ‘Business Pack’ ($3000) which adds tyre pressure monitoring, hands-free key card, body-coloured external door handles, climate control, adaptive cruise control, centre console with armrest and storage, wireless smartphone charger, extra tinted rear barn-door glass, front fog lights, LED headlights and a leather-wrapped steering wheel.

This is in addition to its work-focused standard equipment list which includes 16-inch steel wheels and 205/65 R16 tyres with a full-size spare, plus auto-door lock when driving, rain-sensing wipers, a reversing camera and more.

The two-seater cabin, which is separated from the cargo bay by a solid bulkhead, is equipped with an electronic parking brake, two USB ports, two 12-volt sockets, a colour 4.2-inch driver’s info display and a multimedia system controlled by an 8.0-inch central touchscreen with wireless Apple CarPlay/Android Auto connectivity and smartphone dock.

In addition to its option packs, Renault also offers numerous single options including a 200kg GCM upgrade, different cargo bay sliding-door configurations, a smart digital rear view mirror and more.

The eVito’s single electric motor drives the front wheels via a single-speed transmission. It produces 85kW of power and 360Nm of torque from the energy stored in its 60kWh battery.

Using the steering wheel paddles, drivers can switch between five energy-recuperation modes to optimise battery range and reduce manual brake use. These range from D- (strongest deceleration/recuperation) through D, D+ and D++ which progressively reduce these effects. DAuto uses a radar sensor to automatically adjust the recuperation level according to surrounding traffic.

There are also three switchable drive modes comprising E+, E and C, which allow drivers a choice of energy consumption/performance levels.

The Euro 6 emissions-compliant 1.3-litre turbocharged four-cylinder engine produces 96kW at 5000rpm and 240Nm at 1600rpm.

Its seven-speed dual-clutch automatic provides the option of sequential manual-shifting plus three drive modes comprising 'Normal', 'Eco' and 'Performance', which alter the shift calibrations to optimise engine efficiency in each setting. They are selected using a button on the dash.

Renault claims average combined consumption of 6.4L/100km and the dash display was showing 7.8 when we stopped to refuel at the completion of our 254km test, of which about one third of that distance was hauling more than half a tonne of payload. We also had the annoying engine auto stop/start function switched off for the duration.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 8.6 which was still within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ figures.

So, based on our consumption number, you could expect a ‘real world’ driving range of around 630km from its 54-litre tank which should only be filled with premium petrol (min 95 RON).

It’s easy to get comfortable given the height/reach adjustable leather-wrapped wheel and powered multiple seat adjustments, which include base cushion rake and height/reach lumbar support. The base cushion can also be manually extended for more under-thigh support by sliding the front section forward.

There’s good eyelines to the door mirrors and, thanks to the large window in the cabin bulkhead, the central rear-view mirror has an unobstructed view through the tailgate window. The passenger-side mirror’s wide-angle view, combined with active blind-spot monitoring, help to minimise the large blind-spot over the driver’s left shoulder that all solid-walled vans share.

Steering is nicely weighted and communicative, unladen ride quality is supple thanks to its four-coil suspension, and four-wheel disc brakes provided reassuringly strong braking response. However, there was also noticeable tyre noise intrusion at speeds above 60km/h on coarse bitumen surfaces.

Acceleration from standing starts feels leisurely at best, even when using full power. This is when the eVito’s 2.3-tonne kerb weight is noticeable, which is not surprising when you compare its weight-to-power and weight-to-torque ratios with a diesel Vito (MWB) equivalent.

For example, based on kerb weights, the 119 CDI Panel Van (140kW/440Nm) has to move 14.2kg/kW and 4.5kg/Nm compared to the eVito’s much heavier 27.3kg/kW and 6.4kg/Nm.

However, the power delivery is seamless and once up to cruising speeds the response noticeably improves, fortunately in the 60-80km/h range where much city and suburban travel occurs. The key to fluent progress in traffic is maintaining momentum.

To test its load-hauling ability, we inflated the tyres to the recommended pressures and forklifted 650kg into the cargo bay through the side doors. Combined with driver and equipment, this equalled a 750kg (three-quarter-tonne) payload which was about 130kg short of its maximum rating.

With the cargo bay load positioned well ahead of the rear wheels, the rear suspension only compressed 25mm with no risk of bottoming-out over bumps.

Our 50km test route comprised mostly city and suburban routes (for which this vehicle is tailored) plus some highway driving. There wasn’t a noticeable drop in handling, braking or ride quality with this payload, although standing-start acceleration felt more subdued as you'd expect.

Apart from the huge and unavoidable solid-walled blind-spot over the driver’s left shoulder, the Kangoo feels more like a nippy small car than a commercial van.

The driver’s seat has no adjustments for lumbar support or base-cushion rake and the backrest angle is restricted by the bulkhead close behind it, but there’s still enough room even for tall people to find a comfortable driving position.

Its leather-rimmed wheel feels nice in your hands and the unladen ride quality is excellent, with nicely weighted and responsive steering feel, reassuringly strong braking and suspension settings that combine good handling response with supple bump absorption.

The turbocharged 1.3-litre four is a refined and willing performer, albeit with softer response below its peak torque band which is tapped at 1600rpm.

From there it happily spins its way to maximum power at 5000rpm, with the dual-clutch auto getting the best out of this engine in all drive modes, when either unladen or hauling a heavy load.

Its diminutive size and agility are well suited to zipping through heavy city traffic, squeezing into tight loading zones or negotiating narrow and crowded city lanes for delivery work.

Manual sequential-shifting allows more direct control if preferred when hauling heavy loads, or for those simply wanting a more engaging drive experience (particularly in Performance mode).

It's impressively quiet up to 80km/h in city and suburban use, but at highway speeds tyre noise becomes more intrusive (particularly on coarse bitumen surfaces) and some wind noise is evident.

The engine requires only 2000rpm to maintain 110km/h cruising speeds and the (optional) adaptive cruise control is resolute in maintaining its speed settings, even on long and steep descents.

To test its GVM rating, we forklifted 415kg into the cargo bay which with driver equalled a payload of just over half a tonne, or about 50kg under its legal limit.

The rear suspension compressed 55mm, which engaged the long cone-shaped jounce rubbers positioned inside the rear coil springs to provide a second stage of load support.

The Kangoo coped commendably with this payload, floating smoothly over bumps and with minimal effect on handling, braking and engine performance.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, quickly self-shifting down to fourth gear to easily reach the summit.

Engine-braking on the way down was not as robust, as you’d expect from such a small engine with more than half a tonne on its back, but still within expectations for small vans.

Our only gripes are the absence of a full-width driver’s left footrest and that the thick panel separating the bulkhead windows almost completely blocks the central mirror’s view through the LHS barn-door. You can option a smart digital mirror with rear-facing camera to resolve this issue, but that’s another $800.

The eVito has a five-year/250,000km vehicle warranty with an eight-year/160,000km battery warranty and a 24-hour roadside assist support package. Scheduled servicing is every 12 months/40,000km whichever occurs first. Capped pricing for first five scheduled services totals $2432 or an appealing average of $486 per service.

The Kangoo petrol is backed by a five year/200,000km warranty, whichever occurs first. There's also complimentary roadside assist for up to four years/120,000km, with annual renewals available after that.

Scheduled servicing is every 12 months/30,000km with capped-pricing for the first five scheduled services totalling $2385, or an average of $477 per year.