Mercedes-Benz Problems

There are bigger and more expensive Benzes, and there are smaller and cheaper ones, but the mid-sized E-Class is what the star marque is all about. Advanced technology, super build quality, power and performance to spare, elegant styling, and loads of comfort and convenience features.Mercedes-Benz began it all back in the 1880s, and they’re still leading the pack more than 100 years later. If you need proof, drive an E-Class. Even one with more than 200,000 kays on it drives as if it left the factory yesterday.The only marque that comes close to mounting a challenge to the supremacy of the Stuttgart carmaker is Lexus, a still underrated make that will in time be judged the equal of Mercedes.MODEL WATCHMercedes was emerging from a deep slumber when the E-Class was conceived. It was a slumber the company fell into, probably as a result of complacency, believing it was immune to competition as the top carmaker in the world.Then along came Toyota, the biggest carmaker in the business. Toyota built small cars, medium cars, four-wheel drives, vans and utes, but they didn’t build top end luxury cars, until, with an aggressive plan to conquer the world they conceived the Lexus brand.The first Lexus, the LS400, scared the living daylights out of ’Benz. It was well built, some say it had better than ’Benz quality, drove well, and had all the fruit. Overnight it was a hit with Americans, the very market that keeps Mercedes afloat.Under threat for the first time in decades, Mercedes reacted swiftly, with new models built to a much higher level of build quality, packed with up-to-the-minute technology, as well as the usual things Mercedes owners appreciate.The E-Class was one of this new generation of models, and it helped Mercedes regain much of its lost ground.The previous E-Class was a resounding success, so the new W210 model had much to live up to. At first it seemed it might struggle, with traditional Mercedes owners horrified on their first sighting of the ‘bug eyed’ front-end styling.It doesn’t rate a second glance now, but back then it was regarded as radical. Instead of the traditional Mercedes front-end there was a rounded shape with oval headlamps blended into the smooth curves of the guards.Beyond the front end the E-Class styling was smooth, and typical of ’Benz, strong and substantial.There were two models at launch in 1996, the four-cylinder E230 and the six-cylinder E320. Both were available in Classic and the more luxurious Elegance versions, with the E320 also available in a range topping Avante Garde version.All boasted improved crash protection over the preceding model. There were refined crumple zones, stronger passenger cells, new load-sensing seat belts, dual air bags, and optional side airbags for front seat occupants. Active safety systems included ABS and traction control.A double overhead cam 2.3-litre fuel-injected four-cylinder engine pumping out 110 kW and 220 Nm when working at its peak powered the E230. Performance was smooth and steady rather than neck snapping.For performance there was the E320, which had a superb 3.2-litre straight six under its curvaceous bonnet. With double overhead camshafts, four valves per cylinder, and fed by fuel injection, the smooth six boasted 162 kW and 315 Nm.A smooth five-speed auto was the choice when it came to the transmission.The suspension was independent front and rear, steering was power-assisted, brakes were powerful discs all round, with the assistance of ABS.The E230 Classic came with full wheel covers, cloth trim, cruise control, air-conditioning, remote central locking, power windows and mirrors, immobiliser, and radio-cassette sound. Step up to an Elegance and you got alloy wheels, leather steering wheel, CD sound, and auto dipping interior mirror.When you ordered an E320 Classic you got all of that, plus 10-stack CD sound, multifunction instrument display, and an illuminated vanity mirror. In addition, the Elegance had alloy wheels, leather trim, and metallic paint. Move up to the Avante Garde, and you were rewarded with sportier alloy wheels and sports style leather trim.In July 1997 Mercedes moved to a new generation of V6 engines, and a 164 kW 3.2-litre version replaced the 3.2-litre straight six in the E320.The E230 continued until Jan 1998, when it was replaced by the E240 with a 125 kW 2.4-litre double overhead camshaft V6.IN THE SHOPMost Mercedes are well looked after in their first years, usually by people who can not only afford to buy them, but who can also afford the service them.After that they tend to be sold off to people who sometimes struggle to keep up the maintenance, and that’s where they can have trouble. It’s particularly so if they have them serviced by people who aren’t familiar with the car, and if they use generic parts instead of the genuine article.Generic parts might do a reasonable job, but they don’t perform as well as the real thing. If you want all the E-Class can give, look for one with a genuine Mercedes service history. If not by a dealer, then by a recognised specialist with a Mercedes background.The E-Class stands up well to the rigours of daily life on the road, they’re tough and reliable. Go for an E320 if your budget will stand it; otherwise, try a later V6 rather than the small E230 four.Look for evidence of an uncaring owner, scratches down the sides, scarred bumpers, damaged alloy wheels.Also do the usual checks for evidence of a crash, uneven panel gaps, mismatched paint, doors, boot lid or bonnet that don’t open smoothly.OWNER’S SAYBrooklands Motors of Sandringham has a 1998 E240 Elegance that has amassed 208,000 km, but it drives like new. The small V6 powers the big sedan along nicely, the ride is smooth and supple with barely a bump felt in the spacious cabin. Asking price is $36,950, which reflects the higher than average mileage.LOOK FOR• solid build quality• smooth ride and handling• superb brakes• superb comfort• Mercedes prestigeTHE BOTTOM LINEStar quality and the ultimate in luxury at an attainable price if you can afford the on-going service.RATING90/100

Some may think them less stylish than today’s slinky models, but the cars Mercedes-Benz was making back in the 1980s oozed class. One of the classiest was the beautiful 300 CE, the coupe version of the E-Class. Its lines were thought to be conservative, even a little staid by some at the time, but others praised them for being elegant.Under the sleek skin was a superb chassis and a smooth engine that delivered surprisingly spirited performance when asked to do so.To buy a 300 CE when new you had to hand over almost $130,000. That put them out of the reach of most of us, but valued at around $25,000 on today’s used car market they’re quite affordable making them a tempting used prestige buy.MODEL WATCHThe 300 CE coupe was based on the new W124 E-Class released here in 1986, albeit on an 85 mm shorter wheelbase than its sedan sibling.The coupe’s styling was elegant and remains so today when other cars of the era have dated quickly. Almost 20 years after it was first launched the 300 CE is a good looking car oozing the solid prestige that came with the Mercedes-Benz badge back then.Underneath it rode on the same competent W124 platform. A combination of coil springs and telescopic shocks at the front worked in tandem with a five-link independent rear suspension to give the 300 CE a solid foundation for responsive handling.The handling was typical of ’Benz, starting out with understeer at low speeds before becoming more balanced as the speed climbs. The result was a supreme feeling of confidence in the road holding.Powerful disc brakes slowed the heavy coupe with ease, and standard ABS added to the coupe’s braking prowess.Under the imposing bonnet lay a silky smooth straight six-cylinder engine. With fuel-injection delivering the fuel, the 3.0-litre six had a single overhead camshaft with two valves per cylinder and put out 135 kW at 5700 revs with peak torque of 260 Nm at 4400 revs.Mercedes only offered a smooth shifting four-speed auto transmission in the 300 CE. Under normal acceleration it started off in second gear, which made it feel sluggish, but if you buried your right foot into the carpet it came to life in a most unexpected way.When stirred the 300 CE was quite a performer. It would take around eight seconds to accelerate from a standstill to 100 km/h, and its top speed was 225 km/h.Inside, the two-door body offered roomy accommodation for four adults in individual bucket seats. Air-conditioning was standard, along with power windows and mirrors, cruise control, central locking, power steering and a four-speaker radio cassette sound system.IN THE SHOPThe 300 CE generally stands up well over the long term, but like any car things can go wrong when the kilometres climb into the 200,000 and above region where most 300 CEs now reside.When shopping for a used prestige model wise buyers do so with their eyes wide open with the understanding they may face large repair bills if the car they choose happens to break down.No car is absolutely bullet-proof, they all break down, so it’s important to understand the potential consequences of a breakdown before agreeing to a deal, even when buying a car with a three-pointed star on the bonnet.The 300 CE’s single overhead camshaft six-cylinder engine is generally very reliable. It’s rare that they suffer any problems with the bottom end; if they have a weakness it’s in the cylinder head where they wear valve guides and eventually use oil.Replacing the valve guides is a fairly minor job costing around $500 according to Mercedes engine specialist Greg Wood of Woody’s Engine Services. It also gives the engine a new lease on life.Wood also recommends the timing chain be changed at around 125,000 km.With odometers reading 200,000-plus it’s reasonable to anticipate an auto transmission rebuild, for which you should expect to pay around $4000.Good build quality means the 300 CE generally stays tight and rattle free when lesser cars are falling apart.Check for a service record, and it’s wise to seek out an expert and have a pre-purchase check carried out.IN A CRASHPrimary safety is delivered through standard ABS and assured handling.The 300 CE predated airbags so secondary crash protection is from solid body construction with controlled deformation through crumple zones.OWNERS SAYBob Baker is a vary proud owner of a 1988 300 CE, which he says drives like new despite now being 16 years old. It has a timeless elegance, he says, with excellent standard features including four comfortable bucket seats, a large boot and is free of rattles or squeaks.LOOK FOR• elegant two-door coupe styling• sweet six cylinder engine• surprisingly swift• high mileage brings increased risk of breakdown• well equipped• Mercedes prestigeTHE BOTTOM LINEElegantly styled, smooth driving prestige coupe worth a risk even when showing a high mileage.RATING70/100

At the beginning of the 1990s whenever conversations turned to cars the issue of their styling always seemed to come to the surface. The general thrust of the argument over looks was that all cars looked alike, as though they’d been tipped from the same jelly mould, but it was much harder to mount that argument as the decade came to an end when cars like Mercedes A-Class had become a regular sight on our roads.There was no way you could mistake an A-Class for any other car on the road, it stood out like a beacon of individuality in a bland sea of sameness.It was also a serious break from tradition for Mercedes-Benz who’d specialised in building medium to big rear-drive cars for most of its long history. The A-Class was a small car, the smallest in the Benz range, and it was front-wheel drive.The concept was simple, built around efficiency of packaging, using an east-west mounted four-cylinder engine driving the front wheels and placing a wheel at each corner leaving a roomy interior. In effect it was building on the brilliant concept developed 30 years earlier by Sir Alec Issigonis who conceived the Mini.While the Mercedes idea was a great one it was almost brought undone by a moose in a Scandinavian backwater. A motoring magazine in the wilds of Sweden had a standard test that was meant to simulate a situation in which you had to avoid a moose on the road. In local terms it was like encountering a kangaroo bounding across the road in front of you, pretty much a standard emergency lane change manoeuvre in the rest of the world.Anyway the A-Class tipped on its side when the magazine put it through its paces against the mythical moose and then proclaimed it unstable in such moves.Not surprisingly Mercedes went into a tail spin, at first denying there was a problem, but then revising the suspension to improve its stability.It was an unfortunate start for what was an innovative new look at motoring.The A-Class was conceived as a town car. It used a well founded concept of packaging with the engine, gearbox and driveline in a compact package at the front of the vehicle and a wheel at each corner which left the interior free of intrusion from the mechanics like suspension and tail shafts and the like.On top of that platform ’Benz built a tall wagon style body with a deep sloping front that offered great visibility and good interior space for such a small car.At launch Mercedes offered two models, the Classic entry level model and the better equipped Avantgarde.Initially power came from a 1.6-litre single overhead camshaft fuel-injected four cylinder engine that boasted 75 kW at 5250 revs and 150 Nm of torque.Buyers could choose from a five-speed auto or a quirky five-speed sequential-shift manual. The latter was an early example of a sequential shift manual, which was a normal manual but allowed you to shift gears simply by moving the lever without the need to operate the clutch.At the time it was considered quite an advance, a manual gearbox that had the benefits of an auto. The problem was that it wasn’t as smooth as an auto, it drove like a manual so there was a lull in performance as the gearbox shifted gears. There are a number of sequential-shift manual gearboxes available now, and most are smoother and easier to drive than the A-Class was at launch.The suspension was a blend of MacPherson Struts at the front and a five-link beam with coil springs at the rear, which endowed it with a comfortable ride and balanced handling. Changes made following the magazine moose test made it more responsive to the power rack and pinion steering.Brakes were a combination of disc front and drum rear, with ABS, electronic brake proportioning, and brake assist standard.Add to that electronic stability control and there’s quite an array of electronic wizardry helping to keep drivers out of trouble.The Classic provided entry to A-Class motoring and came with plenty of fruit, including air-conditioning, central locking, cloth trim, power windows, immobiliser, fog lights, dual frontal and front side airbags and six-speaker sound with a CD player.Tick the Avantgarde box and you received alloy wheels, a cargo cover, leather steering wheel and gear lever, an adjustable steering column, remote central locking, and cloth and leather trim.A year after launch Mercedes added the A190 Avantgarde, which was an A160 Avantgarde fitted with a 1.9-litre version of the SOHC four-cylinder engine. Power jumped to 92 kW at 5500 revs and torque climbed to 180 Nm.That was followed in 2000 by the A140, which was identical to the A160 Classic, except for its 60 kW 1.4-litre engine.An update in 2001 saw the styling freshened with new front-end looks and a revised specification list.The same update saw the arrival of a longer version, which added 170 mm between to the wheelbase and made the interior even roomier.Generally the A-Class has been reliable with little trouble reported by mechanics and owners.It’s important to make sure of a service record, one by an acknowledged Mercedes specialist or dealer. If you find a service record from another outlet, check their competence on Benz cars.Like all Mercedes-Benz cars the A-Class is usually looked after by caring owners who appreciate the value of the investment they’ve made so you’re less likely to find any problems of neglect.Take careful note of any knocks or clunks you might here on a road test, and observe the transmission for smooth operation without any hesitation in shifting up or down.Be particularly careful about the sequential manual gearbox, and only consider buying one if you’re into quirky gadgets. The driving experience in my view is less than rewarding and certainly less smooth than a regular auto which I believe is the better choice.Robert Leach and his wife Jenny purchased a new A-Class in 2002, and it has now travelled 19,000 km. This was the first new car for Jenny who had previously driven Robert’s hand-me-downs after he’d driven them for several years.They looked at a number of cars, particularly the Holden Astra (too squeezy for Robert’s big frame) and the Holden Vectra V6 hatchback (too large to run as a second car) and various Honda, Mazda and Volkswagen models, but Jenny was taken by the A-Class and they have been able to enjoy its attributes over the past three years.The quality of the materials and fit and finish is evident when compared with other cars and the A-Class contains all the features one expects from European manufacturers.They were also very taken with the safety of the cabin design and its obvious safety aspects. The list of equipment is very impressive with Traction Control, Stability Control, several airbags, power windows, efficient heating/air conditioning, good sound system and an excellent five-speed automatic transmission.Given Mercedes' emphasis on safety Robert was surprised to note the rear brakes were only drums although they have not experienced any braking problems. Similarly, the tuning knob for the radio is quite fiddly and hardly adds to safety when tuning on the go and they would have upgraded to push button tuning if they’d thought of it at the time of purchase.Performance is very good and the A-Class can hold its own on the freeway and on country running. However, Robert says he would not like to be in the seat behind him if they were driving to Sydney as it can be a little cramped in the back if the driver is tall. They also say the fuel economy is excellent.Entry and exit is terrific as is the slightly elevated view from the front seat. This is one of the best features of the car together with its all-round quality.Reliability has been good apart from the alternator giving out at 2000 km, but the Mercedes on-road service was very helpful and it was quickly fixed under warranty.Service from their dealer has been excellent and service costs are not considered too expensive.The A Class is not a pretty car, they say, but is very practical and has a tremendous character of its own. They love it and would consider buying another one.The A-Class is a nifty handler with plenty of on-board electronics to keep it upright and on the road. Couple that with an array of frontal and side airbags and you have quite an impressive safety picture.• adventurous styling stands out a decade after launch• roomy interior for five• zippy performance and with good economy• quirky sequential shift manual a let down• admirable reliabilityComfortable and well equipped small car makes sense for family transport around town.

In Benz speak there is no more revered model than the ‘SL’. Loosely translated ‘SL’ means ‘lightweight sports’ and it has been attached to the mightiest Mercedes sports cars since 1954 when the legendary 300SL was shown to the world for the first time.The 300SL, specifically the great ‘Gullwing’ coupe, re-established Mercedes’ sports car credentials after World War 2 by winning the Le Mans 24 Hours in 1954, and began the company’s triumphant march through to domination of world motor racing in the 1950s.Since the 300SL there have been a series of high performance SL sports cars, and most are now popular classics.Among them is the 450SLC, a coupe version of the 1970s 450SL, which is both affordable and practical while at the same time possessing all of the things that make a Mercedes special.MODEL WATCHThe SLC was a coupe version of the SL roadster. It was essentially the same except for the wheelbase, which was extended by 360 mm to accommodate the two rear seats, and the fixed steel roof with the slightly higher roofline that gave those in rear seat quite reasonable headroom.They were the essential differences. In all other respects the SLC was the same as the SL roadster.Power was delivered by a smooth and powerful fuel-injected 4.5-litre single overhead camshaft V8, which boasted peak power of 147 kW and top torque of 345 Nm.There was just one transmission on offer, a three-speed floorshift auto. It wasn’t as sporty as a manual gearbox would be, but the sporty ’Benz was set-up for the German autobahns where it could comfortably extend its very long legs.The longer wheelbase of the coupe gave it a more comfortable ride than its shorter wheelbase soft-top cousin.Like all Mercedes-Benz models the 450SLC came with everything you could want in 1973. Air-con came standard, as did power steering, power windows, leather trim, and there was a sunroof.Form 1974 there was also a heated rear window, followed in 1978 by a woodgrain centre console.IN THE SHOPIt’s best to seek expert advice before setting out on the buying trail. Understand what it is you’re about to buy, the strengths and weaknesses, and the likely cost of repairs in the event of a breakdown.The 450SLC, while quite reliable, is an old car with the oldest now more than 30 years old, the youngest in excess of 20. Any car, no matter how well engineered and built it might have been, will be more prone to breakdown than one that left the factory last year.Against that Mercedes-Benz is renowned for its engineering integrity and build quality so the 450SLC is going to be less likely to fail than a car of a similar age from another carmaker.Rust isn’t a major problem, but look for signs of rust around the rear and side windows, the guards and doors, and particularly look for evidence of dampness in and under the carpet in the front passenger side. The 450SLC is known to rust under the guards on the passenger side and the clearest sign that it is rusted there are damp carpets or floor. Don’t buy a car if the carpet is wet in this area, you could be in for some expensive repairs.It’s not unusual to find the leather trim worn, and splits in the driver’s seat, but it’s not too expensive to repair. Of more concern are cracks in the dash pad from exposure to the sun as these can be expensive to repair and they look ugly if not repaired.Have the front suspension checked for cracking around the lower control arm rear mounting points, which are a known problem. If it’s bad enough you can actually hear a cracking noise under brakingThe V8 is a tough unit with a strong bottom-end, and the auto generally gives little trouble.IN A CRASHMercedes-Benz was one of the pioneers of crumple zone technology when it designed its body shells to collapse progressively in a controlled manner back in the 1960s.That means the 450SLC is a lot safer than many cars of its era, which of course was well before the advent of airbags.Consider replacing the seat belts, which will be showing their age with the possibility that the webbing will be frayed at the edges.Responsive handling and powerful brakes are valuable aids in avoiding a crash.A number of cars were imported from England in the 1980s, and these should be carefully checked prior to purchase as they can be subject to severe rust.EXPERTS SAYPaul Sabine looks on in amazement as people stroll past the tidy blue 450SLC in his Brooklands Motors classic car showroom to the line-up of MGBs he also has in stock.As he says, the 450SLC is a classy high performance sports car that is practical enough to be used as a daily driver, and it can be had for the same money – $15,990 – as an MGB, which isn’t even close to being in the same class.Sabine’s 450SLC is tidy and mechanically sound with just 181,000 km on the odo. There is no visible rust in the body, but the interior trim is showing its age with a split in the drivers seat cushion and the carpets need replacing.With those things attended to the blue coupe would make a lovely everyday cruiser.LOOK FOR• big bang for your buck• high performance sports cars• V8 tends to be thirsty• smart sporty styling• practical four-seat accommodation• rust in front guards• good parts availability• Mercedes-Benz prestigeTHE BOTTOM LINENot as desirable as its SL roadster cousin, but still a lovely classic coupe with great performance for the money.RATING60/100

The was something off-putting about the 180E Mercedes produced before the C-Class was launched in 1994. It had the star on the bonnet, but the rest of the 180E just didn’t seem to make the Mercedes grade. Thankfully Mercedes corrected the situation with the C-Class.The 180E was clearly a car for the masses, even if the asking price meant the masses had to be quite well-heeled to have any chance of getting behind the wheel. But there was something about it that suggested Mercedes had cut a few too many corners to get the price down as far as it did.Anyone accustomed to the level of equipment that usually came with the three-pointed star would have been shocked to find that it had wind up windows, vinyl seats, and a seriously underpowered engine.The C-Class was a different story. It was an important new model in the new generation of ’Benz cars, one that delivered the traditional Mercedes quality in a much more affordable package without the compromises of its predecessor. If the 180E left you feeling like a ‘wannabe’ Benz owner, the C-Class made you feel like a paid-up member of the club.MODEL WATCHThe C-Class had to overcome some built up resistance when it first came out, such was the poor reputation the 180E won, but anyone who wrote off the new car failed to see a totally new car with the old Mercedes’ attributes.Build quality was high, as you would expect of a car costing almost $60,000 and more in 1994, performance was much improved, and there was enough fruit to satisfy most ’Benz owners.When Mercedes launched the 180E in 1991 it was looking to expand its owner base in order to survive in the long term. The company simply couldn’t survive on a diet of high priced luxury cars, there just wasn’t enough buyers able to afford the ’Benz asking prices.The company was under attack on many fronts. BMW was giving it some curry, particularly with the 3 and 5 Series, and the Japanese companies like Toyota were causing Benz plenty of heartache with its Lexus, which was taking sales away from the S-Class.The 180E was an attempt to compete with the BMW 3-Series, but Mercedes made the fatal mistake of pricing it well above the small Beemer in the belief that people would line up for a car carrying the three-pointed star even if it didn’t deliver anything more than its cheaper rival.They didn’t, which meant Mercedes had some catching up to do with the C-Class. Thankfully they came closer to the mark the second time around.Although there was nothing particularly striking about the C-Class styling, it was actually quite conservative, it has stood the test of time well and still looks current and classy a decade after it was launched.A compact sedan, the C-Class offers comfortable seating for four. There is accommodation for five, but it has to be said that three across the back seat would be a little uncomfortable.Power for the C-180 entry level model came courtesy of a 1.8-litre double overhead camshaft, four valve, fuel injected four-cylinder engine that put out 90 kW at 5500 revs and 170 Nm at 4200 revs.When the right pedal was pressed deep into the carpet it would reach 100 km/h in around 12 seconds, while racing through the standing 400-metre sprint in a little over 18 seconds.They’re reasonable times, but achieved through relatively short gearing and top end power. As a result the mid-range is a little lacking so it feels a little lethargic when not pushed hard.The standard transmission was a five-speed manual with floor shift, but most were delivered with the optional four-speed, or later, five-speed automatic.Underneath, the C-Class boasted double wishbone front suspension along with a multilink independent rear suspension. Isolation from bumps and potholes in the road was superb, and it didn’t come at the expense of handling, which was well balanced and precise.Add to that four wheel disc brakes, with ABS, and power steering which was well weighted and nice road feel, and the C-Class was a pleasure to drive.At launch Mercedes offered two levels of trim, the base Classic and the better equipped Elegance. The Classic had cloth trim, air-conditioning, central locking, power front windows, power mirrors, rear head rests, and an airbag for the driver. From November 1997 it also had cruise, a passenger airbag, and a five-speed auto in place of the four-speed.The Elegance added dual airbags, CD player, leather steering wheel, wood trim, rear seat pockets and power rear windows. The Elegance was replaced by the C200 Elegance in 1997.From November 1994 there was also a sporty Esprit model with bright coloured seat inserts and lowered suspension. Like the Elegance, the C-180 Esprit was replaced by the C200 model.IN THE SHOPMechanics report few problems with the C-180. It’s generally regarded as robust and reliable.The only problem of note mentioned is the heater fan on cars after 1996. Because it’s run all the time it can burn out, and replacements are around $800.Other than that there are reports of some failures of the air mass meter on cars that have covered 150,000 to 200,000 km. That’ll set you back $2500 for a factory replacement, $1500 for a rebuilt one.Look for a service record from a Mercedes dealer or recognised specialist service agent, and inspect closely for signs of crash damage, like colour mismatches, poor panel fit, and variable body gaps.LOOK FOR• prestige of three-pointed star badge• high build quality• solid body with few squeaks and rattles• sure-footed handling• comfortable ride• four cylinder engine in heavy body means modest performanceVERDICTWell built, well equipped, and very competent compact sedan with all the prestige of the ’Benz brand, but comes at a price.RATING70/100

Along with the flood of imported passenger cars we’ve seen in the last decade or so has come a wave of imported light commercial vans. With them has been the Mercedes-Benz Vito, a semi-bonneted van that has delivered a new deal to long suffering light commercial drivers, with a blend of comfort, safety, agility and performance.Before the European vans, like the Vito, arrived local van drivers had to endure the discomforts of driving cab-over-engine vans, most of which came from Japan at an unbeatable price.European semi-bonneted vans struggle to compete on price, but they’re winning sales on the basis of their features, performance, safety, comfort, and handling, which leave the old style COE vans for dead.Most of the sales are going to small business operators who have to drive the vans themselves rather than the big fleet operators who still mostly buy on price alone.Increasingly tradesman are finding the Euro semi-bonneted vans ideal for work and play. They can carry their tools of trade to the work site on weekdays, then carry their sporting or camping gear on weekends getaways.MODEL WATCHThe Vito is a mid-sized one-tonne payload front-wheel drive van. With its sloping bonnet and windscreen, and neat van proportions, the Vito is an attractive light commercial, one that presents your business well when out and about on the job.Big grey plastic bumpers provided important bump protection for the front and rear, while wide rub strips protected the sides.The SBV design provided occupant protection through front crumple zones, and in the case of the Vito there was also a driver’s airbag.Throw in disc brakes front and rear, independent suspension front and rear, and power-assisted rack and pinion steering, and you have an impressive primary safety package helping to keep the secondary crash protection system out of play.Antilock braking, which came with traction control and electronic brake force distribution, added to primary safety on petrol engine models, and was optional on diesels.Hop into the driver’s seat and the advantages of the SBV design are immediately apparent. You simply slide into the seat, there’s no climbing up over the wheel arch, as you must in a COE van.Once inside the Vito was nicely equipped with a neat dash layout, lots of pockets to store the workday needs, and a two-speaker sound system.On the road the Vito was comfortable, another virtue of the SBV design, the ride supple and absorbent, the handling precise and balanced, the brakes powerful despite a fairly soft pedal that sometimes caused concern.Power came from one of two engines at launch, one petrol and one diesel. The petrol engine was a double overhead cam 2.0-litre four-cylinder, which with fuel-injection put out 95 kW at 5300 revs, and 186 Nm at 4500 revs, and injected the Vito with a decent amount of grunt.The diesel was a 2.3-litre four-cylinder unit that delivered a modest 58 kW at 3800 revs, but which was very economical if lacking legs.The real change came in 1999 when Mercedes released a double overhead camshaft 2.2-litre common rail turbo diesel engine that transformed the Vito. The 108 CDi delivered 60 kW at 3800 revs, and 200 Nm at 2400 revs, which gave the base van smooth purposeful performance and miserly economy.In 2001 it was joined by the 112 CDi, which gave 90 kW at 3800 revs, and 300 Nm at 2500 revs, for even more zip.Vito also came with a choice of a nice shifting five-speed manual gearbox, or optional four-speed auto with manual select option, with final drive through the front wheels.The Vito came in one size. It had a payload of 1.1 tonnes, a payload volume of 4.9 cubic metres, with load zone measuring 2300 mm long, 1630 mm wide, and 1390 mm high.Tracks on the roof were fitted standard to allow operators to fit roof racks for addition carrying capacity.Access to the work area was through a tail gate, and sliding doors on both sides. Rear barn doors were optional.Air-conditioning came standard on the 112 CDi, but was optional on other models.IN THE SHOPThe Vito is a worker so it has to be checked for signs of hard work when inspected. Look at door hinges and latches for wear and looseness, the sliding door mechanisms have been known to fail completely.Also look for damage inside the load zone where poorly restrained loads have been allowed to slide around and bump into the body sides.Mechanically look for evidence of regular servicing. Dip the oil and look for contamination and sludge, check the cooling system.The clutch can be a problem if the Vito is worked hard at close to full load capacity so look for signs of slippage.Also check the body work for general signs of neglect in the form of bumps, scrapes, paint touch-ups etc. Also look for mismatched paint, uneven panel gaps, wobbly doors etc. that might indicate a crash.Generally the Vito is owned and operated by small business operators and tradesmen that often use it as family transport, so they tend to get better looked after than some fleet vehicles.OWNER’S VIEWSFormer courier driver Dennis Cleghorn bought a 2003 112CDi Vito for use in his boarding kennel business. The sliding door had to be repaired, done under warranty, but overall he’s very happy with the Vito, citing its comfort, safety and performance as standout features.Roger Fox drives a 2002 Vito 112CDI. He says it’s a good long distance cruiser, handles well, rides like a car, and has a good auto, but he isn’t happy with the non-factory power windows and central locking fitted by the dealer when he thought he was getting genuine ‘Benz items.Andrew Dixon’s company, Apex Rental Workwear, has three Vitos. Two were bought in 1998, and have been trouble free apart from a clutch failure in one after 80,000 km. He says they have been reliable and economical. The latest is a 112CDi, which he says is even better.Jeff Dadds has had an ongoing braking problem with his 1999 Vito, which seems to have been caused by a faulty brake master cylinder. He has also had problems with a fuel pump and engine fan among a number of issues that appear to have been caused by faulty electrical connections. He is also critical of the passenger seating, a blind spot caused by the windscreen pillars, and the headlights which he describes as dreadful. Against that he rates the handling and fuel consumption good.LOOK FOR• smooth fuel efficient common rail diesel engines• comfortable ride• safe handling• reliable operation• good resale value• attractive stylingVERDICTGood looking, comfortable, safe workhorse with plenty of zip and fuel efficiency.RATING85/100