Mercedes-Benz Vito van review (2023)

The Mercedes-Benz Vito is the only medium van offered in a choice of front-wheel drive (FWD) and rear-wheel drive (RWD).

FWD should be the more economical set-up, and these models are typically cheaper to buy. But the difference in mpg and list price isn't that great, and we've always found the RWD Vito a far superior product. RWD also offers greater loaded traction.

The middle power output is typically the most popular in either variant, but up until 2019 trim levels were less formalised (with the exception of Sport models) - so if buying used you'll have to check the exact specification of the van you're considering very carefully to make sure it's got the kit you require from the options list.

Mercedes-Benz Vito individual model reviews

Still trying to decide which Vito is best for you? Our following individual model reviews may help - check them out:

• Mercedes-Benz Vito Premium 114 CDI review - tested May 2019
• Mercedes-Benz Vito 111 CDI Long review - tested September 2016
• Mercedes-Benz Vito Sport 116 CDI crew van review - tested March 2019

We also have a full review of the Mercedes-Benz eVito electric van on a separate page.

Mercedes-Benz Vito Premium 114 CDI L2 review

Tested May 2019 by Tom Wiltshire

• Updated model with brand-new trim levels
• Smooth diesel engine and comfortable ride
• Practical load area, but dated cab

The Mercedes Vito is a mainstay of posh panel vans, going head-to-head with the Volkswagen Transporter in a bid to capture the higher end of the light commercial sector.

A modest upgrade has seen the Vito split into traditional trim levels for the first time. Previously, you were able to option up your van pretty much how you liked, but now you can choose from Pure, Progressive and Premium trim levels to make the process easier.

We’re testing the top-spec Premium model, fitted with the 114 CDI engine – that’s a 2.1-litre diesel with 136hp, by the way.

These models are marked out by body-coloured bumpers and alloy wheels, though the metallic black paint of our model definitely gave it a touch of ‘private ambulance’. These trims are available on panel and crew vans – ours was the panel van.

In the cab

You’ve not stepped back in time – this really is a 2019 model. Taking pride of place in the middle of the dash is the Audio 15 infotainment system, a truly ancient beast that’s not even fitted with a touchscreen.

This is dated, difficult to navigate and thanks to the tiny screen, hard to see on the move. And while there’s Bluetooth connectivity, DAB radio is an optional extra only available with an infotainment upgrade. This feels like a pretty poor relation to the touchscreen systems you can spec in rivals such as the Ford Transit Custom or Volkswagen Transporter.

The rest of the cab is a happier story. Hardwearing materials, clear dials and a comfy driver’s seat are all highlights, and the dash-mounted displays for the parking sensors are an inspired touch. Passengers in the front bench seat won’t be happy sat bolt upright with little back support, though.

There’s a big glovebox but storage elsewhere is poor, with no lids for the dashtop bins and no overhead racks for papers either.

Load area

Twin sliding side doors and 180-degree opening rear ones make loading a cinch, but payload and dimensions are only average for the class. Long-wheelbase L2 models can carry up to 1,215kg, around 200kg less than the Ford Transit Custom’s maximum payload; for our test van, though, maximum payload is a particularly puny 709kg.

Still, it’s a load practical area, with hardwearing composite lining and plenty of tiedown points. The unprotected wheelarches could potentially take a beating, though, and switching out the weak halogen lighting for LEDs would be greatly appreciated.

Vito panel vans feature a full-height bulkhead as standard.

What’s it like to drive?

Lower-powered Vitos make use of a 1.6-litre Renault diesel engine and front-wheel drive, but our 114 CDI was powered by Mercedes’ venerable 2.1-litre diesel, coupled to rear-wheel drive and a six-speed manual gearbox.

It’s a good pairing – the engine is smooth and reasonably quiet and the gearbox fairly slick, though our barely run-in test van was a bit sticky going into 6th. More impressive is the ride, which is comfortable even when unladen. This is a relaxing van to do long distances in.

Light and accurate steering makes things easy round town, though we wish Mercedes would fit taller door mirrors like the two-part items you get on a Ford Transit Custom or a Renault Trafic. The foot-operated parking brake is also a serious throwback that’s likely to divide opinion.

Pricing and summary

The Vito isn’t the cheapest van around, especially in this plush top-spec trim. Decent fuel economy –we managed an easy 40mpg over 700 mixed miles – and good resale values thanks to that fancy badge should help offset the ownership costs, though.

Monthly finance payments are competitive and there are also long service intervals of every 25,000 miles or two years.

We reckon the 114 CDI engine is a good choice – a well-balanced compromise between performance and economy, but it’s not necessarily worth paying the extra for this top-spec Premium trim as it still does without items we’d like on a high-end van such as decent infotainment or DAB radio.

Opting for this powertrain in a lower spec comes in at £23,900 exc VAT for a Pure, long-wheelbase van. Our test van weighed in from £27,515 exc VAT, but a good middle ground may be the £25,570 Progressive model.*

*All prices correct at the time of writing in May 2019

Mercedes-Benz Vito 111 CDI Long review

Tested September 2016 by CJ Hubbard

• 1.6-litre Renault-sourced diesel engine and front-wheel drive
• Long-wheelbase Vito has space for three Euro-pallets
• 1,102kg payload, but cramped cabin and low seating position

The Mercedes-Benz Vito is a medium-duty van that competes against the likes of the Ford Transit Custom, Volkswagen Transporter and Renault Trafic. The current model was introduced in 2015 following a ground-up overhaul, and has impressed us already when fitted with the long-standing 2.1-litre Mercedes diesel engine in rear-wheel drive layout.

The vehicle tested here, however, is the Vito 111 CDI model – second up from the bottom of the range and powered by a 114hp 1.6-litre diesel provided by Renault; an engine that’s exclusively paired with front-wheel drive. This promises to be good news for fuel economy on paper, and it’s a worthwhile amount cheaper to buy. But it’s also some 22hp and 50Nm less powerful than the entry-level 2.1-litre alternative.

Let’s find out if the efficiency savings are worth it.

Mercedes Vito 111 CDI Long: load area, dimensions and payload

First things first, the all-important business end. The Vito only comes with a single roof height option, and this particular van is a Long model – which is the middle of the three wheelbase options Mercedes offers, sitting between Compact and Extra-long. You can check the exact dimension here.

Access is via a pair of rear doors that open 180 degrees or the twin sliding side doors (one on each side) that are fitted as standard; these open to 961mm – wide enough to slide in a Euro-pallet. You can fit three Euro-pallets into a Long Vito (the same as the Extra-long version).  The sill height, especially at the sides where there’s an inset step, is nice and low for easy access, but most will have to stoop to stand up in the back – so if you regularly need to be sorting through things in the loadbay, perhaps look for a rival with a high-roof option.

A full-width steel bulkhead is standard, but the level of panelling inside the load area depends on how much extra you’re prepared to pay (full wood lining is an inexpensive option), and ditto the variety of load-lashing, which includes rails in the floors and the sides if you want them. An LED strip light in the back provides very effective illumination in the dark with low power consumption, so you shouldn’t have to worry about it flattening the battery if you need to leave it on for extended periods of time. It activates automatically when you open the doors.

Front-wheel drive Vitos like this one have a maximum payload capacity of up to 1,305kg with the optional upgrade 3.05-tonne Gross Vehicle Weight (GVW) – which is a chunky 120kg more than the previous equivalent. In Long guise this particular 3.05t example has a maximum payload of 1,102kg, compared with 852kg in the standard 2.8t variant.

In the cab

We’ve commented before that the Vito has a disappointingly cramped, almost claustrophobic cabin, and we’re not about to change our minds. Here the jolly Jupiter Red paint (one of five standard options) gives way to a dark plastic driving environment with a tall, deep dashboard, low seating position and steeply raked windscreen; it is not the easiest of vans to see out of, which can impact on your confidence manoeuvring it around town.

The quality of construction feels good throughout, however standard-fit safety kit is limited unless you're prepared to pay extra.

Comfort

The Vito is a relatively comfortable van to drive, with a large amount of adjustment in the driver’s seat and the steering wheel – helped by our test example’s optional Comfort seat and lumbar support.

But having the indicator and cruise control stalks in close proximity on the same side of the steering wheel caused us to set the cruise when we were trying to indicate on several occasions, and seems to be a rather daft piece of ergonomic design. There’s no telling Mercedes, though, as it’s been using this set-up for years.

The foot-operated parking brake and the position of the key on the left side of the steering wheel are idiosyncrasies you do get used to over time. The limited amount of cubby storage in the cab is likely to be a bigger issue; the slots in the dashboard are all very well, but without a cover lighter items can fly out during abrupt acceleration. Items in the bin on top of the dashboard also tend to reflect in the windscreen.

As is often the case with this class of van, the middle passenger seat is only useful if your mate has a twisted spine or no knees thanks to the position of the gearlever pod. And while it’s nice to have a fancy display-screen radio with (optional) sat-nav integration, this is an ancient system in Mercedes-land now, and the lack of DAB digital radio is practically a crime against humanity in 2016. Air-conditioning is extra, too.

On the road

Once you’re accustomed to the low driving position, the Vito is easy enough to handle. The steering is well-judged to be low effort at low speeds while weighting-up reassuringly to keep things stable as you go faster. It retains a decidedly van-like feel throughout, though – which sounds unsurprising except that some rivals are becoming increasingly adept at delivering a car-like driving experience in this class of van.

Along similar lines, while the six-speed manual gearshift is neat and precise, first gear itself is rather short – this will help get heavier loads moving but does mean you need to be quick with the change to second away from the traffic lights. It’s not the most refined engine either, and the Vito is generally quite noisy and rattly, especially unladen.

Without any kind of load in the back you’re unlikely to be overly concerned about the 1.6-litre motor’s power deficit to the larger 2.1-litre engine; with 114hp and 270Nm this is the more punchy of the two 1.6-litre options available (the entry-level model having just 88hp and 230Nm) and can happily punt the Vito along at the rate of modern traffic.

However, once you do get some payload on board you will find the smaller engine runs out of spare puff much more quickly.

Mercedes Vito 111 CDI running costs

The extra strain will soon eat into the 1.6-litre diesel’s on-paper fuel economy advantage, too – and since the official figure of 45.6mpg is just 1.5mpg better than the 44.1mpg of the least-powerful 2.1-litre Vito we strongly suspect that driven with the same care, the 2.1 will prove the more efficient when it comes to carrying a significant payload.

Regardless of engine type, the Vito’s servicing intervals are every two years or 25,000 miles – whichever is sooner.

All new Mercedes vans are also covered by a 30-year roadside assistance package, so if minimal downtime is your major concern, this will certainly help keep you moving. The standard warranty is for three years, with unlimited mileage.

Should I buy one?

The Mercedes Vito is a competent van with a healthy payload capacity and attractive running costs. But we’re not keen on the interior, expect to get at least mildly stung by the options list and we’re unconvinced the 1.6-litre engine will offer much in the way of a long-term saving over the 2.1-litre motor – especially if you plan to pay for your van on a monthly basis rather than outright.

Mercedes-Benz Vito Sport 116 CDI crew van review

Tested March 2016 by Liam Campbell

• Powered by Merc’s 2.1-litre engine with 163hp
• Aimed at lifestyle owner-drivers
• Priced at £27,980 plus VAT*

The previous Mercedes-Benz Vito Sport proved to be a big hit among owner-drivers, and now the trim level is available on the latest generation. We tested the long-wheelbase, 163hp 116 CDI BlueTEC crew van, which is priced at £27,980 plus VAT.*

This is very much a vehicle designed for the lifestyle market; for example, a family that needs five seats but also wants a large loadspace to transport equipment or sports kit to events.

With the large specification list, which includes 5.8-inch TFT display, air-conditioning and cruise control, it's comfortable enough to keep the family happy, with an accommodating loadspace and it even looks the part.

In the cab

The layout of the Vito cab isn’t the best, with visibility hampered by the high dashboard and low seating position, while the closeness of the dashboard makes the cab feel a little claustrophobic.

Furthermore, the two stalks (one used for the cruise control and the other for indicating/windscreen wipers) are located on the same side, which meant that we would often set the cruise control when we intended to indicate. There is also the issue of the ignition being located on the inside of the steering wheel and Merc’s unique kick-and-pull foot-operated parking brake.

As you would expect from a lifestyle model, there is a generous amount of equipment included. There is an Audio 15 infotainment system with a 5.8-inch (non-touchscreen) TFT display with USB, SD-card and Bluetooth connectivity and iPod interface.

There is also a multifunction steering wheel, trip computer, cruise control, air-conditioning and, in typical Merc fashion, a whole range of safety systems to give your family peace of mind. Despite this, reversing sensors, heated seats and sat-nav are still only available as an option.

Load area

Opening the rear tailgate reveals a surprisingly large load area, measuring 1,664mm long, 1,667mm wide (1,270mm between the wheelarches) and 1,258mm high. Commercial users might want to specify rear barn doors, however, as forklift trucks can’t load vehicles with tailgates.

There is no bulkhead and the rear seats are removable, allowing loads of up to 2,831mm long to be accommodated, increasing the maximum payload of 928kg. The floor is lined with a slip-resistant wood-resin board that has eight lashing points.

On the road

Under the bonnet of the Vito is the reputable 2.1-litre OM-engine, which also powered the previous generation. This is tuned to 163hp and 385Nm of torque, and achieves 46.3mpg on the NEDC combined cycle.

On the road, the Mercedes-Benz Vito Sport isn’t the most refined and suffers from quite a few bangs and rattles, although this is no doubt amplified by the open loadspace. The low centre of gravity and firm suspension means the Vito performs well in corners, although bumps in the road tend to make the cab shudder.

The engine is spritely although second and fourth gears are incredibly close, and meant we frequently stalled as we selected what we thought was second gear.

Should I buy one?

With its versatile loading attributes, five seats and powerful and efficient engine, the Mercedes-Benz Vito Sport crew van has got to be high on the shopping list for those in the market for this kind of vehicle. However, it still lags behind the Transporter Highline in terms of reliability, ride quality, residual values and the amount of standard equipment.

*All prices correct at time of writing in March 2016