18 minute read
LCV – ROOM TO MOVE
The task was to transport a small group of friends to the North Eastern corner of Victoria with bicycles, for a week-long exploration of the area’s fabulous rail trails. The question was what sort of vehicle to do it in? We needed plenty of seating and also room for some bikes. An offer of a newly updated Mercedes-Benz Valente seemed the perfect choice and it certainly proved to be the correct vehicle for the job.
The Valente and its van sibling, the Vito were updated in early 2021 delivering a number of spec upgrades and pricing changes giving the two small Benz vans some weaponry to take on upgraded models from rivals including Volkswagen, Toyota and a bunch of others.
The Valente and Vito have been around in current shape since about 2014 so a facelift was due and welcome, although it was a very good product to start with and was certainly not lagging the opposition in terms of looks or performance.
The most important update for the Valente is the inclusion of a 7.0 inch Benz Infotainment display, as well as improved safety spec and some cosmetic improvements, not forgetting rationalisation of the model range.
It is a funny thing, but it is amazing what that famous three pointed star on the front of a vehicle does to people and how they have a different mindset, to even van based vehicles like the Valente. It was the same when we tested the X class Benz ute, even though that was basically a Nissan Navara people take a second glance and swoon over the tri-star. In this case when our friends saw that they were travelling in a Mercedes they thought it was very flash even though it is based on a workhorse can in the form of the Vito.
And we have to say it is very flash. The interior treatment of the Valente is really nicely done with classy all black trim including leatherette seats throughout, plush carpet, a very neat and well-designed dash and a very relaxed and comfortable ambience.
THE VAN BASED PEOPLE MOVER MARKET IS FULL OF VERY CAPABLE, WELL EQUIPPED AND SAFE OPTIONS, FROM VOLKSWAGEN’S MULTIVAN TO HYUNDAI’S IMAX, TOYOTA’S HI ACE AND OTHERS. BUT NONE CARRY THE CACHE AND ALLURE OF A BENZ BADGE, WHICH IS WHAT WE FOUND WHEN WE TOOK ONE OF ITS VALENTE PEOPLE MOVERS AWAY FOR A TRIP RECENTLY.
The test Valente looked very much the part of a luxury people moving limo, finished in its Obsidian Black paint. While we were making a leisure trip, and the Valente would make a great family people mover, it will also hold particular appeal for commercial operators as a perfect luxury shuttle, large limo or mini-bus.
Inside our test vehicle the three rows of seats provided room for eight in absolute comfort, with three seats in each of the two back rows and a pair of luxury bucket seats up front for the driver and front passenger. There is an option available of a front bench seat, but we can’t figure out why even a commercial operator would choose it as it would just make things crowded and would be self-defeating in a luxury mini-bus/people mover.
The middle row of seats can be reversed so the middle-row passengers are facing back towards the rear row occupants, and the floor track system also allows the bench seats to be totally removed or a table to be fitted for a mobile conference room.
The fact that there is a gap between the front seats allows the driver or passenger to slip between them and get to the middle row, a benefit for those transporting children without having to get out of the car.
The front cabin/cockpit area is comfortable, and the driving position is excellent, with a good range of the adjustment available for both the driver’s seat and the steering wheel.
With a great dash there is also a large and very handy storage tray in the console below the centre of the dash, with plenty of room for phones, and other knick knacks that always clutter vehicle interiors. It also boasts a 12V outlet here, with another two USB points in the other storage tray above this. The cupholders, one on each side have been engineered into the top if the dash, which is really well engineered and thought out.
Fire up the Mercedes 2.1 litre turbo diesel and it quietly purrs away with a distinctly ‘undiesel’ smoothness. The turbo diesel is mated to Daimler’s own sevenspeed automatic, controlled by a lever on
the steering column, just like the old days, but it does work really well. Power is fed to the ground via rear wheel drive and the Valente tips the scales at 2348kg kerb weight.
The diesel produces maximum power of 120kW at 3800rpm and peak torque of 380Nm produced between 1400 and 2400rpm. There is no doubt this is a strong and hard-working Benz diesel which was designed and engineered correctly in the first place. It has been around for the best part of 14 years, but it is still quiet, smooth and very torquey.
The ambiance in the cabin is enhanced by the very good sound insulation, that is of course a hallmark of Benz across its vast product range, not just cars, but commercials and trucks.
Slot the auto into drive and the Valente glides away from the kerb and quickly accelerates into the traffic flow and cruises with ease and aplomb.
The mark of how good the insulation and low levels of engine noise really is reflected by the fact that easy conversations can be had across all three rows of seats with never a raised voice. It is very quiet indeed.
For our trip most of the time we had the third row of seats folded up and out of the way to fit four bicycles and luggage for five people. All of this fitted a bit like a Tetrus puzzle, but all did fit and the large and easy to lift rear door allowed easy access and a low lip, so even heavy items were easy to load.
The low and mid-range torque of the diesel really punched the Valente along without fuss and without having to rev it too hard.
The Valente’s audio system is excellent and fills the van with sound whether from AM, FM, DAB or from your phone, either by Bluetooth or through the inbuilt Apple CarPlay or Android Auto The new 7.0 inch infotainment is easy to use but interestingly is not the latest Benz MBUX version, which is a pity, but this one still works really well.
Navigation is optional in the system, but really with a half decent smart phone and CarPlay/Android hook up it is easier and better to use the Google Maps app on your phone.
You soon learn that the Valente is an option package with the base model at a starting price of $65,800 plus on-road costs. However the test Valente we had was well equipped but mainly because it had more than $10,000 added to the price with extras. The extensive optioning boosted the price of the test machine to for a $76,225 plus on roads.
Extras on the test Valante included Audio 40 with satellite navigation at $700, adaptive cruise control with a tag of $1500, LED headlights and high-beam assist at a whopping $3060, 17-inch alloy wheels for $780, dual electric sliding doors
at $2600, and window tinting for that mysterious limo look at $270, and finally that Obsidian Black paint to complete the ‘rock star/VIP’ look at $1515. All of that adds a grand total of $10,425 to the retail ask. Still the Valente even at the optioned up price is a good buy.
As you might expect from a Mercedes Benz safety is a priority and there is no scrimping. The Valente has a five star ANCAP rating, there are airbags across all three rows of seats, as well as three point seat belts across all seats. It also has autonomous emergency braking, stability control, rain sensing wipers, headlight assist and speed sign recognition as well as front and rear parking sensors and a reversing camera, which all in all make a pretty complete safety package.
From all reports our fiends relayed seating across all three rows of seats is comfortable and very relaxed. There are air vents, and lights throughout the Valente and on a day trip without the bikes with all the seats filled the accommodation got a big-thumbs up from all occupants. The ultimate endorsement was when two of the passengers fell sound asleep with a chorus of snoring, something that is difficult if the van is too noisy or uncomfortable .
The luggage area in the back is massive with 730 litres of space when all three rows of seats are in action, a lot more when the rear is folded up or removed altogether.
We put close to 2500 kilometres on the Valente during a week away and the fuel consumption was excellent even with some pretty big loads on board. At highway cruising speeds on the Hume, we recorded a best average of a meagre 6.9 litres/100km, which was very impressive. City and hilly work saw it slurping a little more but it was never over 8.0 litres /100km, very impressive for a people mover like this.
Handling wise for a van of this size the Benz feels nimble and precise and is very capable, with great stopping power and fabulous steering that offers terrific feel and sharpness. It has a very compact 11.8 metre turning circle, which for shuttle operators in urban areas would be a blessing
The Valente comes with a five-year warranty, which is excellent however it does come with a cap of 250,000km, so if it is being operated commercially with heavy use, it could soon be out of cover before the five year limit is reached. There is naturally 24-hour roadside assistance, almost a given these days, while the Valente’s service intervals are 12 months/25,000km.
This Valente is comfortable, flexible, nice to drive, has the cache of a Benz badge and is above all safe and well built. We enjoyed our time in it and for carting a bunch of friends, a ton of luggage and bicycles over long distances, it was the perfect choice. Would we own one? Yes in a heartbeat.
Company Car
TURNING OVER A NEW LEAF
IF YOU READ TRANSPORT & TRUCKING REGULARLY, THEN YOU WILL REALISE WE ARE VERY PRO ZERO EMISSION VEHICLES AND WHILE THEY ARE GENERALLY A BIT THIN ON THE GROUND, IT FINALLY SEEMS AS THOUGH WE ARE STARTING TO TO ADOPT ELECTRIC CARS, AND DEMAND IS ON THE RISE. WE TOOK NISSAN’S LATEST LEAF E+ FOR A SPIN.
It’s still going to be a while before everyone’s first option is an electric car, but it is happening, which must be an encouragement to companies like Nissan, which has been one of the pioneers of electric cars globally, and here in Australia.
Nissan launched its first gen Leaf in Australia almost ten years ago and it has been a long slow slog with the market cool about paying a large premium for the concept when internal combustion vehicles are much cheaper and a known entity.
But chip away they have, and now with two updates or evolutions of the Leaf concept, Nissan now has a very attractive and acceptable electric car , with good range, excellent dynamics and design. The one turn off is still the price, but that is a factor of the cost of batteries and the take up of the technology as well as our government’s general ambivalence to the electric concept.
While Nissan was a pioneer and prepared to push the concept out there with a high price tag, new technology is always expensive, (look at flat screen TVs), the payback will be when the price drops and public acceptance is gained with a critical mass of these cars on the road.
The thing about the new Leaf e+ that we tested is that it now has a bigger battery with much better range, which is one of the chief anxieties people have about electric cars. The reality is that as tech gets better, this is going to diminish rapidly, and range anxiety should be a thing of the past.
Not only does the Leaf e+ have better range it also boasts more oomph and performance from a more powerful electric drivetrain.
To underline the premium that you have to pay for the drive up onto the moral high ground as a person with a zero emission vehicle, the new Leaf e+ will set you back $60,490 plus on roads. Nissan also offers the standard Leaf, with less power and range for a still substantial price of $49,990, which is a lot for what is basically a mid-size Japanese hatch.
Both models actually have similar equipment levels with the $11000 difference down primarily to the cost of providing that extra range and performance.
Both the Leaf and Leaf e+ are well equipped with a snappy electronic instrument panel housed in the 7.0 inch multifunction display, which can be customised to show driving range, energy consumption and a range of other driver info. Meantime audio, and nav etc. is controlled via the centre mounted 8.0 inch touchscreen multi-media display, which is also a very good feature fitted standard with both Apple CarPlay and Android Auto. That is also linked to a seven speaker Bose audio system with DAB+ digital radio and satellite nav.
You also get keyless entry, a leather and suede interior trim, privacy glass, a headed steering wheel and seats and 17 inch alloy wheels as standard.
Styling is a subjective thing and some people we spoke to really like the look of the Leaf but others didn’t, they didn’t see it as offensive, just a little plain and bland, but like we say it is subjective.
At the front is a solid panel with no grille. That is because there is no need to channel air through a radiator to cool an engine and so a solid panel is better aerodynamically.
Climb behind the wheel and in front of the instrument display and the image is a lot more high tech and advanced. A really nifty gear shifter which has a really organic look and feel to it.
It is just like a gear shifter in a conventional auto, in that you pull it toward you to select drive but of course there is just D for Drive, R for Reverse and P for Park, there are no gears to select as such.
Plug the key in, select start and the dash lights up and goes solid once the car is ready to be driven away. Select D and away you go, gliding away from a standstill with an eerily quiet and efficient whirr.
The 8.0-inch touchscreen dominates the centre stack, and it’s great to see that, despite the Leaf’s futuristic feel, there are still buttons and switches for the climate controls, rather than being an all-touchscreen affair.
The Leaf boasts a really good package size and is about the same size as say a Hyundai i30 or Corolla with an overall length of 4490mm long along with a 2700mm wheelbase and is 1788 mm wide.
The Nissan designers have done a great job with the interior design and given it a really spacious and open feel by comparison with its conventional hatch rivals. It has a nice light and airy feel that adds to its modern and advanced appearance.
I liked the seating position and easily organised a comfy and relaxed driving position, although the steering wheel can be adjusted up and down but not in an out which may displease some.
Driving an electric vehicle is a very different experience to an internal combustion engine vehicle. When you push that throttle pedal the torque delivery is at just about max right from the start and it can be a bit of a push you back in the seat moment if you don’t watch yourself. However you soon get used to it and adapt. Part of the sensory gap is because there is no engine noise to give your brain audible signals, but again you soon get used to that.
Firstly, there is nothing intimidating about the cabin. The layout for all the controls and switches is well thought out, and everything is just where it should be and does what it’s meant to do.
The Leaf e+ is great in urban traffic darting away from the lights and nimbly climbing hills and accelerating out of intersections, and soon you really enjoy the experience of that instantaneous power delivery.
We didn’t get to drive the plain Leaf so we can’t judge how much nippier the e+ is, but one would imagine the added 11 grand price tag would mean a reasonable step up in performance.
Of course the other thing you are paying for is an extended range which with the e+ means you get an extra 110 kms . That on the surface doesn’t seem like a big gain but is a reasonable addition, particularly when you consider that the average Aussie car
travels about 13300km per year or about 36km each day, so that 110km of added range means you could potentially stretch around another three days between charges, or go another hour down the road on a long trip before stopping for a recharge.
During the week we had with the Leaf e+ we actually didn’t have to recharge it at all and in fact that was one of our intentions to see if we could achieve it. That added 110 km is a really soothing thing to have in minimising range anxiety.
Of course being an electric car also means it is able to slow using the regenerative force of the drive train, helping brake while replenishing the battery.
You can also help extend the range by operating in Eco mode or by playing with the Leaf’s e-Pedal.
If you use Eco mode you can adjust the settings to add up to 15km to the range, with the e-Pedal turning the car into a single pedal operation, powering forward while on the throttle and slowing as if you are on the brakes when buttoning off. It can be quite a strong braking effort and of course when doing this it is also topping up the charge.
The e+. boasts a very impressive 340Nm of torque and maximum power of 340Nm which means it has about 50 more horses and 20 additional Newton metres over its standard sibling.
The result is that the Leaf e+’s electric motor will drive it from 0 to 100km/h in just 6.9 seconds, which is a pretty quick time for a hatch back like this. It is also about one second faster than the lower powered standard Leaf.
More importantly than acceleration figures for most buying an electric car is what the range and charge efficiency is.
Nissan quotes a range of just shy of 400 km, and of course this is a rubbery figure depending on how economically you are driving it.
When you compare the e+ to the standard Leaf, the differences sound and look a lot more stark. The standard car has a smaller battery pack with the e+ fitted with a 62kWh unit that delivers those extra kilometres. When you look at the Leaf’s 270km range up against the 385km or so the e+ can travel it means a lot more in terms of trip planning and is at the nub of why you pay an extra $11000.
It takes about 11.5 hours to recharge the Leaf e+ from 30 per cent on a home 240volt outlet. On a fast DC charger you can take the battery from 20 per cent to 80 per cent in about 45 minutes, so bring on more fast chargers.
The Leaf does everything efficiently and without fuss. In terms of dynamics and handling the Nissan is again inoffensive and does everything well enough. However when you weigh up its performance and braking capabilities the Leaf e+ is a quick point to point car, if a little unrewarding in terms of driver experience.
The cab is well laid out and there is a plethora of storage nooks and compartments around the interior with the controls and switch gear all easy to see and use.
The hatchback reveals a very large rear luggage space of 405 litres enabling the Leaf to carry a fair amount of luggage or shopping. You can also fold the rear-seats to create one large cargo are that delivers a total of 1176 litres, although the rear seats don’t fold perfectly flat, which is a little annoying.
Nissan has achieved a full five star ANCAP safety rating and the car has a full suite of safety equipment including six airbags, autonomous emergency braking with pedestrian detection, adaptive cruise control , lane keep assist, blind spot monitoring, traffic sign recognition, driver attention alert and rear cross traffic alert.
Nissan gives a five year/unlimited kilometre warranty on all its vehicles and the Leaf e+ is no exception and in addition the company gives the electric car an eight-year/160000km warranty on the battery pack, as well as five years roadside assistance.
Nissan also has capped price servicing which averages out at about $290 per year over five years with a once a year or 20,000km scheduled service. Let’s face it, you don’t have to change the oil.
We enjoyed our time with the Leaf e+, embracing its efficiency, comfort and ease of operation. There may still be few electric cars on our roads, but this is the future and we reckon bring it on.
