Base vehicle review of the Fiat Ducato Euro V. This review was published in the July 2011 issue of Which Motorhome.

To read the full motorhome review in PDF format exactly as it appeared in the July 2011 issue of Which Motorhome, click here.


Fiat’s Ducato gets a new range of engines and useful tech, with a hint of a make-over...

IN spite of claiming to be, ‘always one step ahead,’ Fiat are actually trotting along quite a distance behind some of the other base vehicle manufacturers in launching their Euro V emissions compliant range of Ducatos. Mercedes, Volkswagen and Renault introduced cleaner-burning Euro V diesels last year, fitted to Sprinter, T5 and Master ranges respectively. Meanwhile, Peugeot’s Boxer and Citroën’s Relay are made on the same Sevel production line as the Ducato, so it probably won’t be too long before Euro V versions of these make their debut. Meanwhile, news of Euro V Ford Transits has reached us but we haven’t seen or driven one yet – it’ll be the last piece of
the medium-sized base vehicle jigsaw.

The Ducato’s existing range of commonrail turbo-diesels represents some of the best in the business, so the new range of cleaner, greener Fiat motors has been anticipated with a deal of enthusiasm. But there are
other changes too, as cab enhancements cover both cosmetic and technical areas.

However, and in spite of rumours to the contrary, external styling has remained exactly the same. This is a tad disappointing, but unsurprising, as even though the latest Ducato shape is now around five years old, it still looks radical, especially when compared to more conservative rivals.

This unit is a 2-litre, four-cylinder device, pushing out a healthy 115 horsepower. The next two motors in the range are 2.3 litres in capacity, and with outputs of 130 and 148bhp, they eclipse the old 120 horsepower unit fitted in panel van conversions. The range-topping engine is still the 3-litre, but now it pushes out an impressive 177bhp – up a fair bit from the previous 157 horsepower figure. Euro V talents are thanks, in part, to Multijet II technology. This ups injection pressure by 200 bar (around 3000 psi) to 1800 bar and increases the number injections per cycle, to produce cleaner-burn performance. The 148 (150 Multijet II) and 177 horsepower (180 Multijet Power) motors get their extra verve thanks to variable geometry turbochargers.

Better soundproofing is another improvement that should make all the mechanics sound quieter from the cab. The in-cab revamp is visible, but rather subtle, as just the centre console gets a sexy black gloss finish. The other cosmetics take the form of faux wood or silver trim – now printed onto dash plastics, these can take the place of the oft-used stick-on trim kits we tend to love or hate. Back to that glossy middle, where new tech takes the form of an infotainment centre, with new radio/CD-player. Its first talent is simple, but a welcome one, as it can now remain switched on for up to three hours at a time with the ignition off. There’s MP3 and USB capability, but the most interesting option is the integrated Tom Tom sat-nav system that sprouts from the top of the dash. All this new kit is, however, optional, with the all-grey finish and ordinary radio-slot-equipped dash the bog-standard item.

All the new motors perform with aplomb – pulling very well from low revs and with no hint of strangulation from Euro V’s, inevitable, leaner fuelling. Fuel consumption should be better too, as improving figures of between 9 and 14 per cent are claimed. Light, and willing, the 115 proved a favourite, so let’s hope it does make it across the Channel soon. The 2.3-litre’s 130 and 148bhp variants perform in very similar fashion, with increased torque a noticeable feature. The 148 delivers more of the stuff, and at lower revolutions too. It’s the same, but more so, with the range-topping motor. Lots of grunt and less gearchanges are the very desirable features experienced with the top two engines.

Transmissions - five and six-speed manuals and the Comfort-Matic auto – remain the same, and fitted to the same engines. The smallest motor gets a five-speed box, the two 2.3-litre variants and the 3-litre are fitted with the six-speed manual. The Comfort-Matic auto remains available, just on the 3-litre unit.

And there lies the rub, as the 115 unit is crying out for a six-speed gearbox, while offering Comfort-Matic, just on the biggest motor makes it very expensive for anyone wanting, or needing, an auto.

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