All about Vans : Ford Fiesta Van Range

Ford Fiesta van to get off to a good start in life that are based on the Fiesta supermini. The carrying capacity is not huge, but the driving experience, design and quality construction set new standards for the industry.
By far the simplest way to create a leading small car derived van to start with a class leading small car. Which is the seventh generation Fiesta is exactly what Ford have. Having done the hard work in creating it, the boys of the Blue Oval was not above breaking out the back seats to bring us the Fiesta van.
This variant competes in the supermini from van market where Ford has traditionally 25% of sales and go head to head with the van versions of many of the same models of passenger car sibling must battle. Thus, the Fiesta van follows the same basic recipe, like Corsavan from Vauxhall and 207 van from Peugeot, since sacrifices rear seats and windows for a flat load bay which companies with a minimum breaking load requirements can to place their wares.
Once upon a time, the market for small van was completely composed supermini from models like it, but lately, most buyers are attracted to the target for the vans are not constricted style passenger car so it can offer much greater potential for carrying without taking up more roadspace. Ford's Transit Connect is a good example and to compete against models like the Nemo of Citroen, the Peugeot Bipper, Combo Vauxhall and Fiat Fiorino. If you really need capacity, models like these are a better bet - but then you really need that, you really should consider a small van in the first place? If after considering this, we conclude that the needs Your downsized orientation, then this Fiesta van could be a very effective option.
On the way, if you are familiar with the previous generation Fiesta van, your experience should be that this model has a more solid feel, despite the fact that it's 40kgs lighter. Electric power assisted steering system made its debut in this production model, the technology has come on leaps in recent years, the feeling is no longer like you're at the helm of the PlayStation. I particularly like the feature «Stall Prevention, designed to help low-speed maneuvers with changing profile of engine ignition and prevent stagnation of unpleasant when there is a queue of traffic behind you.

With most goods, firms will choose diesel power without even thinking about it, but a little might involve very small distances, gasoline might still be a viable option, so just, and that the 80PS 1.25 liters offered are enjoyable - and much quieter than the 1.4 and 1.6 liter common rail Dagenham integrated injection TDCi diesel options. An essential element of car Fiesta makeup is fun and dynamic driving the van version inherits them. Expect lively handling and maneuverability rate first married to a more comfortable ride by the owners of the previous generation Fiesta van will have experienced.
A payload ranges from 490kg to 515kg (much more than a Peugeot 207 van, but a little less than a Vauxhall Corsavan) gives customers a competitive solution for the transportation of their products. The rear side windows replaced by the solid body panels, and have the rear passenger seats are removed to provide a cargo box area of 1,000 cubic liters, with a maximum useable load length of 1296 mm and the maximum load area width and 1278 mm (1.000 mm between the wheel arches) and a height of up to 806 mm.
The style of the Fiesta will win many fans and players seeking a compact van that will cut a dash through the streets of the city, I would like to wedge the front edge and curved back. The cabin is similar to the innovative design, with a front control panel based around what a mobile phone and a smart selection of quality materials.
For practicality, as we have said, you will not be buying a supermini from small vans, though the interior is everything. This made the point, it is also worth saying that the Ford does at least allow the proprietor to make good use of space are on offer. DIN-compliant tie-down hooks are standard, but if you forget to use them - or simply can not - then half the height standard composite diaphragm is to prevent loose items from sliding forward and joining you in the front.
Running costs are always of great interest to business users and is essential reading for fleet managers who see slight differences in these elements combine into a whole fleet. Both diesel performance combined fuel economy of form with impressive 67.3mpg CO2 emissions 110g/km. The petrol version manages 49.6mpg on the combined cycle and 133g/km CO2. There is a super-frugal ECOnetic version of the 1,6 TDCi which returns 76.4mpg on the combined cyucle and CO2 emissions of just 98g/km. But there's more to operating expenses than just fuel economy. This Ford offers long service intervals and the choice of either a 12-month/unlimited mileage warranty and 3-year/60 ,000-mile dose of Ford Protection Plan - though a trawl with small print may be necessary recognition of what suits you best.
A 12-year corrosion protection warranty goes a long way to reassure buyers of Ford's faith in the capacity of the product to escape the ban by rust and if all goes to plan, the 1-year breakdown cover will be surplus to requirements. When it comes to insurance, the Fiesta van performs admirably: 1E team is about as low as you go.
Prices range in the age bracket of £ 9.000 to £ 11.000, comparable, of course, obvious competitors such Corsavan Vauxhall and 207 van Peugeot. This Ford is available with a choice of engines: most people would choose between a 1.25-liter Duratec 82PS 16 valve gasoline unit and a frugal 1.4-liter 68PS Duratorq TDCi turbo diesel. The top-of-the-range, the 1.6-liter 90PS Duratorq TDCi turbo diesel can be ordered by selecting a closed-loop coated diesel particulate filter DPF.
All models come with a roof spoiler, body color mirrors and electric front windows, an adjustable steering column and a stereo CD-Player online radio with MP3, four front speakers and steering wheel mounted controls. All models have ABS brakes with brake force distribution, but unfortunately will have to pay extra money - or buy a plusher version - to get stability control ESP with EBA brake assist. An innovation that will appeal to the commercial world is the Ford Easy Fuel capless refueling system. This prevents the "bad fuel", or the costly practice of putting a diesel vehicle with petrol engine and vice versa, to prevent the wrong type of fuel pump nozzle by placing beneath the filler hole.

All about Vans : Fiat Scudo Van Range

Unadventurous, derivative, dull; These classes and others like them are becoming harder to level in today's panel truck. This category of commercial vehicles were once the very embodiment of the operation of forms, but in recent years by leading manufacturers posted their designers somewhat, allowing them the freedom to inject a spark of creativity to the mix. When choosing a modified panel van for your business to a large extent an exercise in statistical analysis, now buyers must also ask what model most like the look.

There are certainly some obvious future panel trucks out there right now, but manufacturers are still reluctant to bear the cost of developing these vehicles only. So we see new models brought to market by producer groups to each make of vehicle branding as their own. This Scudo, like his predecessor and elder brother, the Ducato, is a product of Fiat's alliance with PSA Peugeot Citroen, so you also get badged as a Citroen Dispatch and Peugeot Expert. It's an unorthodox-looking van whatever insignia decorates a mask with steeply raked windshield, 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 in a fog in the morning, you could almost mistake for a 407.
The Scudo is one of the smaller panel vans you will find the shopping search your vehicle, but especially not as small as the old model Scudo be replaced. During the marathon participants who ran 1995 - 2007, that model sold about 350,000 units in part because there was nothing else quite like it on the market in terms of size - with the obvious exception of the Citroen and Peugeot vehicles sister. When the old Scudo placed on land does not van between smaller panel vans like the Volkswagen Transporter and larger trucks just like the Transit Connect Ford, this model goes head to head with the first team. If you are going to beat these rivals on an equal footing should be good.


The Scudo range is much wider than before. Buyers can vary the available load space in the model by choosing from two wheelbases (L1 and L2) and two roof heights (H1 and H2). This creates Payload capacities between 1.000 kg and 1.200 kg of cargo volume of 5m3, 6m3 or 7m3. The Scudo offers a class-leading loading height just 490 mm (which the optional air suspension can be reduced further) and impressive load access with full height rear doors and a sliding side door on each side. With openings of 924 mm wide, those sliding side doors are big enough to take a standard Euro pallet. This, along with 1,245 mm loading width between arches and the square shape loadbay generally helps make the Scudo one of the best panel vans when it comes to receiving larger items.
Models and panel van, Fiat also offer a platform cabs ready to take any kind of conversions and Combi models with five to nine positions aimed at taxi companies and even buyers with large families who may be aware of a large MPV. The area of the cabin is surprisingly roomy for two passengers with the firm, supportive seats and plenty of adjustment in the driving position. If you set the front bench, waiting to get in the first three series may be disappointed with the dash-mounted gear lever severely restricts legroom for the middle passenger.
The light gray plastic variety is soft-touch, but they do seem tough and the layout of controls is largely conventional with all the important things are on the wheel itself. For storage there are narrow door pockets, a large container in front of the passenger and a small glovebox but you might need that third front to sit on larger issues. The overhead shelf increases the remnant space available but must rise up and feel about blindly for anything you put there, so leave that box of roofing tacks in the glovebox. Standard equipment includes a stereo CD, power steering, central locking with remote control and driver seat height adjustable.
The cabin Scudo is significantly lower than other vans team and this has advantages when it comes to getting in and out. No need to lift you up in the driver's seat, and once you're there, the actual driving position is more like that of an MPV than a van. This has advantages in terms of comfort on long journeys but you loose a little out of view. The Scudo sits a long way behind the base of the steeply raked windshield, so it's difficult to pinpoint when the nose of the truck is in park and maneuver the large front overhang means that the turning circle is not very strict.
On the open road, the Scudo is very pleasant to drive with care of the suspension 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, standard. Without a full skirt, the noise in the cabin is quite high, but the diesel Multijet is obviously strong.
Do not let the necessary measures 1.6-liter entry-level engine Scudo to put you off. This chip 90bhp unit with a sizable 180Nm torque and will be more than sufficient if you do most of your driving around town. The 2.0-liter is stronger for those carrying larger loads on long journeys. There is a choice of 120bhp or 140bhp power here and that means torque of 300Nm or 320nm, both humble 2.000 rpm. These are excellent commercial motor vehicles with a strong economy and power enough to make you question the need for lager 2,5-liter employed by some rivals. The 120bhp 2.0-liter is probably the choice of the series.

All about Vans : Fiat Fiorino

As our cities and urban areas continue to indulge their tendency to expand and sprawl, commercial vehicles may need to undergo a contraction point to cope. At least that's the way to the Fiat, where the compact van Fiorino is touted as the ideal solution for businesses that are plagued by congestion and plagued by soaring costs.
The Fiorino is smaller purpose-built van to Fiat. The Italian company will also supply you with a commercial version of the Punto supermini, but teeny load carrying capacity to prevent many. The Fiorino offers a quite spacious cargo bay together with very small dimensions, which should make the cuts and lines of metropolitan automobile that a little easier to avoid. The van, as the mainstay of the range of light commercial vehicles of Fiat, was created in collaboration with PSA Peugeot Citroen. This means that prospective purchasers can acquire the vehicles that are borderline identical to Fiorino in the form of the Peugeot Bipper and Citroen Nemo. Fiat, of course, would prefer not to have done.
The engine line-up is a major reason why entrepreneurs choose Fiorino, instead of Peugeot and Citroen models that share the platform. The Fiat has established recognized the 75bhp 1.3-liter Multijet-oil burner and not the 1.4-liter diesel used by the French partners. The unit is extremely compact and lightweight helping to create excellent fuel economy and torque of 190Nm, it feels strong as well. With this maximum torque produced at 1,750 rpm, the Fiorino has the strong element of performance that is perfect for darting in and out of traffic. It is also accurate steering and tight turning circle that operators want, when space is tight.
The alternative to the 1.3-liter Multijet diesel is a 1.4-liter gasoline powerplant with 73bhp. Here torque 118Nm produced at 2,600 rpm so there is less urgent at low revs, but the petrol is smooth, refined and, above all, it costs less. Gasoline tends to avoid systematically van buyers but low mileage, urban use for which it was designed Fiorino can make unleaded a viable option for some. All models get a five-speed manual transmission as standard but diesel is available with 6-speed ComfortMatic sequential manual gearbox which can be operated manually.
The Fiorino has been designed with the urban environment very seriously. The wheels are pushed to the corners of the vehicle to maximize interior space and maneuverability, while maintaining the compact van and tractable. The large wrap-around bumper protects it from bumps and parking expensive accessories such as headlamps, hood and radiator back well to reduce the chance to hurt.

The interior of the Fiorino will feel a bit confined to those who are familiar with the full size compact van, but there is reasonable space for driver and front passenger. The driving position is upright and provide a good view of the surroundings of Fiorino in the seat and handlebars offer a wide range of adaptability. Storage space is less generous than models from the next class on Facebook, but with 12 apartments to choose from, there should be room for most of the essentials. Lots of stopping Fiorino will be familiar to owners of Fiat cars and these days the Italian company is well up to speed in terms of quality. The overall impression is a user-friendly and durable design.
The Fiorino Van is available in Base and SX trim with former ABS with EBD, including driver's airbag, power steering, stereo CD, steering wheel height adjustment and driver's seat plus a skirt under stairs. The SX adds remote central locking, a nearside sliding side door, electric windows, electric mirrors and other extras. Moreover, there is a Combi model with a row of seats at the back and an adventure package that gives additional protection to the tracks, adding a raised suspension, fatter tires and various body armor.
The UK market for compact van has broken down and Fiorino, along with the Citroen Nemo and Peugeot brothers Bipper, operating in smaller sub-compact class. The Renault Kangoo Compact is different from that pint-sized race aimed at urban operators. These models are more likely to win sales from less practical supermini from trucks from most compact van as the Fiat Doblo, Berlingo Citroen and Volkswagen Caddy which offer significantly greater carrying capacity.
If the van driver can give some of their carrying capacity than they're used to, Fiat can offer them lower operational costs and more flexibility in shaping the Fiorino van. It's an exchange that some will be only too happy to do the show Fiorino well suited to the trials and tribulations of getting to modern cities and towns.
Athe space, both cabin and cargo space, will be the main concern for operators looking to Fiorino. For some, there just is not enough space to cover all eventualities. Those than can handle, but getting a perfect vehicle for her role, with the excellent 1.3-liter diesel engine giving the Fiorino a key advantage over its sister vehicles from the Peugeot and Citroen.
Fiorino Fiat is small. 3864 mm long and 1,589 mm wide, is a compact van with the littler impression that most superminis. Nevertheless, there is a 2.5m3 load volume to play with and a payload capacity of 610kg. That the volume can be increased through an optional folding front passenger seat that flops down to increase the capacity to 2.8m3. It may not sound like much, but increases the available load length from 1523 mm to 2491 mm which is really useful when trying to cram more information into. The cargo bay is accessible via an asymmetrically split rear doors to the standard model with one or two sliding side doors are available from the options list. The openings behind these side doors are narrow so large items will be passed in through the back, where there is a small loading height 527 mm and 1064 mm between the arches.

All about Vans : Fiat Doblo Cargo Range Van

It seems relevant, even when it comes to commercial vehicles and anyone who tries to tell you otherwise should be politely reminded the Doblo Cargo Fiat. A highly capable van in almost every respect, the little Fiat was held back from achieving the recognition it deserves in the market with styles that could best be described as challenging. Nevertheless, behind the properties of the car is still going through stupid face to help it rack-up 310.000 sales worldwide, and now that the thorny issue of cosmetics has been addressed, the current version looks equipped to build on that success.
The Doblo was not the first Fiat to be slightly upset at the initial stage of planning. The whole story mirrors Multipla MPV and came to widespread criticism from the press, but it sports one of the most awkward vehicles front-in living memory. Any correspondent who waxed lyrical about the innovative packaging and maximum practicality then felt obliged to insert the caveat that nobody would buy the car because it seemed so strange. It's a bit sad but true that we Brits prefer the serious to the extraordinary when it comes to the way our cars look and the same is true for our commercial vehicles. The Doblo Fiat Cargo (along with sibling Doblo car passenger) was never quite as visually outlandish and the Multipla, but the chunky latticework grille, the horizontal line between the headlights and the tip-tilt effect bonnet line meant that it was -out a long time by its rivals. As with the Multipla, Fiat finally succumbed and commissioned a thorough facelift.
Doblo Cargo today trenches informally most of the design elements that made its predecessor the most distinctive small van market in the United Kingdom. It is still remarkable to see the standard van, but in a more uniform and subtle way. The large round headlamps curve on the side of the vehicle at the corners and the frontal aspect is dominated by the net planes oversized bumper inserts. They sit across a very Audi-esque grille and under-bumper arrangement. rounded side windows Doblo remain as the exterior mirrors with body color stripes. There are serious side rubbing strips to protect the body and tail lights have been tweaked too.


Less obvious to the casual observer is that the current Doblo Cargo is a teensy bit bigger. Count to 91 mm longer, 6mm wider and 10mm lower than its predecessor, while riding in a 2583 mm wheelbase that has increased from 2566 mm, has been extended in every direction. In standard form, this translates into an increase of 3.2m3 load volume can be increased to 3.8m3 if you choose a high production of housing. These quantities of cargo overcome significant opponents as the Citroen Berlingo and Renault Kangoo, while the payload to 730kg Doblo Cargo is class competitive. The loadbay 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.
The engines were never a problem for the Doblo Cargo, at least JTD Fiat, units diesel common-rail came to the scene. Sophisticated, flexible and using the latest technology Multijet engine control, entry-level 16-valve 1.3-liter JTD is a second generation diesel common-rail. There is 75bhp at 4.000 rpm offered here and 140lb/ft torque as low as 1,750 rpm Doblo making it feel faster than the performance data show. It should also be able to average over 50mpg. The 8-valve 1.9 JTD remains at the top of the range Doblo Cargo. This 105bhp engine is the first development of generation common-rail system and utilizes the Fiat Unijet injection. It is not as advanced as-1.3-liter, but it is faster and almost as economical. Maximum torque is 147lb/ft and up to 1.750 rpm. Buyers looking for actual speed may feel like holding fire until two more engines arrive in the near future. A 85bhp 1.3-liter version and a 120bhp 1.9 JTD will add some real spice to the line-up, when it becomes operational.
The final choice of engine is the cheapest in the region, a 77bhp 1.4-liter unit. Gasoline is often considered a dirty word among commercial vehicle buyers, but this camera is jumpy and provides respectable economy. There is so much torque and diesel vehicles, but the petrol is more refined and might be enough to tempt a few buyers away from the black pumps. Regardless of the engine installed, the Doblo Cargo handles sweetly with good weight and feel of the steering and plenty of grip.
Internally, the Doblo, is a live sentence with some very impressive finishes colors available to match the 12 different exterior paint options. This live approach to life is certainly up to the interface driver makes a change from the traditional curriculum choice of gray cloth or wipe-clean vinyl. The fabric seems suitably durable and hard plastic. There is a shelf above the windshield provides additional storage space, combined with decent-sized door pockets. The dashboard-mounted gearlevers usually included to let the driver slide across and exit through the door, but the Doblo console sticks out too far to make this an easy maneuver. Otherwise, there is little to criticize here: the unusual styling theme carries well from outside, but not at the expense of functionality. The driving position is upright and visibility is good, combining with the tight turning circle of 10.5 to make the Doblo Cargo a very malleable small van.
If you're one of the small van buyers who shunned the Fiat Doblo Cargo, because of the ugly duckling appearance, now is the time to review it. The transformation is difficult to beautiful swan league (is more a case of significantly smartened-up duck) but that would be enough to satisfy most. This practical, well crafted, fine driving and, now, good looking van could be worth to the country back on track.

All about Vans : Piaggio Van Porter

Microvans are a strange breed. When more commercial vehicles in the diminutive end of the spectrum based on passenger cars, supermini, these models cute borrow their design from large panel truck - then the thumbnail. If ever caught sight of a microvan Piaggio Porter led through a forest full of tree bonsai Shetland ponies from Ronnie Corbett, could easily be confused with a much bigger vehicle than it actually is.
The Porter has been around for a good few years and for much of his life was in the shade of a small Daihatsu Hijet. The Hijet was rebadged version of the Porter built by Piaggio in Italy, and always with more emphasis than the model is a joint production line. Part of the reason for this was the British distribution of Porter, through the Reliant dealer network with limited capacity and three-wheeler complexion, while Hijet sold directly by the more respectable face of the Daihatsu franchise showrooms.
This state of things displacement when microvan Daihatsu took the interesting step of replacing the Hijet Extol - microvan a more modern style that can best be described as challenging. Faced with a huge flimsy plastic bumpers of Extol, the Piaggio saw their chance. Addressing the Reliant had ended in 2003 and started importing the Porter to the UK themselves. Some minor changes for 2005 model and Porter were present at the scene, ready to do battle for the leadership of the sector microvan.
The area microvan United Kingdom is extremely small in terms of total sales. We just entered the automotive market of the major manufacturers of light commercial vehicles, but the very fact that Microvans continue to be offered in this country shows it is a market that can be supported. Buyers can choose from the Piaggio Porter, the Daihatsu Extol or the Suzuki Carry and in this company, Porter makes a strong case for itself.


The small Piaggio displays all the key features microvan. The most important is low. At just 1,395 mm wide and 3370 mm length, the secondary panel van is almost 550 mm shorter and 29 mm lower than a Ford Fiesta van. Despite these tiny dimensions, which can handle a surprising payload of between 560 and 575kg - that's over 80 pounds more than the Fiesta van. The tall, narrow shape of Porter, with the twin sliding side doors and tailgate helps 3m3 load area with easy access without the need for much bending or stretching. The area is landscaped with even only a slight penetration of the wheel arches and engine, which sits under the floor behind the seats. You also get an amazing amount of resources, certainly more than the average supermini derived van can handle - the volume of cargo our friend Fiesta van is a simple 1m3.
Besides loadbay, maneuverability is another key strength of the porter. If you have a 7.4 meters wide-scale replica of a sixpence, microvan this could turn into this. This ultra-compact turning circle and minimal dimensions of Porter tell you much about the potential for nipping the gaps in traffic, maneuvering in tight situations and arguing clearly impossible parking. The driver sits smack bang on top of the front Axel, who is in front of the engine, so there is a lovely view from the front to see just how much space is there to play with. Large mirrors help with visibility down the flanks. All these good points are compromised somewhat by the unaided rack and pinion steering set-up which is much heavier than you would expect, given the size of porter.
Sitting behind the wheel you're left in no doubt that this would be the ideal vehicle for working to cure Gulliver any nostalgia for his return from Lilliput. You are faced with a basic and unremarkable interior panel van, but shrunken. The firmly-mounted wheel would resemble that of a heavy vehicle if there was half the size and the graceful control ventilation and dashboard all seem flat, until you get to touch and experience a giant hand illusion. The plastic used feels solid and the controls are easy to use, but there is no storage space other than a decent sized glove box and a small pocket of vinyl in the driver's door.
After the initial surprise, you realize that the driving position is quite comfortable and even six footers should not feel too small. Add a passenger and it does get a bit hot in the cabin, but for short trips should not be a problem. Even moderately intense movements by the occupants of the rock from side to Porter on the suspension and there is always the nagging concern that a poorly distributed load or a large weight difference between the driver and passengers could result in a nasty rollover incident-over under hard cornering. Probably not likely to happen as well, with the engine beneath the floor, Porter always feels well planted on the road. There's plenty of grip too and the van is actually quite good fun to punt on urban areas.
The steering wheel is too loose around the line, but that the intensity at low speeds becomes a nice weighted feel for normal driving and shifting, though a bit clunky, is smooth enough. The power from the engine driven rear wheels and the whiny 1.3-liter petrol model we tried to speed freely while having a decent amount of punch line. If you really try to make progress, Porter meets the rev-limiter, violent, but will soon learn to change up long before this happens. You feel a little exposed, while at the wheel with your nose a foot or so from the windshield and just a few inches of metal and plastic bumper between your knees and clean air in front of the vehicle. Given the choice, the vehicle isn'ta Porter who choose to have a shunt in.
Piaggio offers a wide range of variations on the theme Porter with three power options and a complete line-up of the body. We tried the 64bhp 1.3-liter gasoline engine that can return 34mpg fully loaded with a steady 56 miles per hour but there is a 1.4-liter diesel with 38bhp, which will give you 38mpg under the same conditions. Otherwise, there is an all-electric model with a 85-mile range maximum. Interior include the panel van, a truck window, a pick-up and overthrow the Maxxi heavy-duty models have two rear wheels and 4x4 versions are also offered. Standard specification is about as basic as it gets, but at prices starting at just £ 5.995, most buyers will not mind dipping in the list of options for electric windows, CD, or even air conditioning.

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