OVERVIEW & DRIVING
Throw an idea of putting it around the “ring ” in one of these cases, because a) that’s a bit ridiculous in a van, regardless of what Sabine Schmitz might tell you, and b) it’s a personnel carrier, not a supercar. For goodness sake, it weighs 2.155kg.
You can choose between two engines-one engine and two power levels. The 2.1-litre diesel is not new but is being refined. More in the V than some other Mercs. The entry device V220d has 161 hp of torque and 280 lb ft of torque. But it’s modest, and if you push it-which you appreciate taking into account the pure weight of the V Class-this is more likely to show its presence. Not the noise you would associate with a Benz, even if it’s a van.
No, it’s better to opt for the V250d, which uses the same engine but achieves better torque of 187bhp and 325lb ft. The world where there are differences is quite stark: They no longer put on the ground and grind out the pistons like the 220, but push it forward with a little more purpose. Basically light pace. The 7-speed dual clutch automatic transmission-7G-Tronic in MercSpeak-cleverly switches so you never become aware of the noise and it’s no longer a problem.
Although the number of increases in the “real world” seems small (is there such a thing?), it’s just faster. 0-62 miles per hour, if you’re bothered by such a statistic of a car like this, this takes 9.1 seconds. That’s 2.7s faster than the 220d, making it better in every way.
It’s a no-brainer to guide it through the towns, through the villages and along the highways, especially because the steering is light and precise and the van feels like a rotating vehicle. Is that a word? It’s a word now. Rotating The view is excellent because you sit nicely high and the AMG Line Extra Long version we drove drove has driven decently enough. Remember, though, that it gets a bit restless with some stretch joints. Otherwise a pleasant, refined and comfortable experience.
A word about the brakes: There is a small “bite ” at the top of the pedal and only reaches about half down. There’s certainly a reason for that, but in our eyes more pressure would be welcome at the top. Not so you can weigh in on Lewis Hamilton-esque late brakes High Jinx, but simply because you’re in such a large area.
ON THE INSIDE
Spotless. The driver (we should call him CAPTAIN as it sounds better) is blessed to receive Benz’s full encounter, with a sliding 7-in showcase, an instinctive design and all the capacities nearby. It really feels like a raised S-Class (a bit). The front traveller receives comparative treatment and there is room for six more people at the back, on the occasion you wish.
The seats themselves can be set in any frame, but with caution: If you change the configuration, you need to set the hub. Despite the fact that the rail frame can basically simply change the format, the seats are very overwhelming, and if the rail deepening (where you hold on to the seats) is not adjusted, you spend a horribly damp Sweat measure of time to try to attach them without luck.
If it’s set that way, it’s really a no-brainer. Align the seat, secure it, take a seat. Appreciate.
The front seats are warmed, the atmospheric control in the apron is three-zone and rear, a lot of calf leather, a carbonoptic (with our AMG Line test vehicle), lighting as well as a braking burmester (and £675) frame.
Other standard AMG Line features include tinted address windows, gradient assistance, ride control, impact on countermeasures, and help with viewing. Numerous aids.
Merc claims something from 45.6mpg for the 220d to 44.8mpg for the 250d. A quick impact in the lower controlled vehicle came a little too little out of that number (essentially for the reason that you need to push the engine significantly more), however, the 250d was close enough to the money.
It’s also a Mercedes, so we speculate that the continued appreciation will be higher than that of the state, a VW caravelle or other opponents of Ford or the French.
In any case, as mentioned above, the cost of confirmation is very high. Remember this