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Opel Vivaro

Opel Vivaro
EngineIn-line four-cylinder
Displacement - (bore * stroke)1598 cm³ (80,0mm * 79,5 mm)
Compression ratio15,4 : 1
Engine controlDOHC, 4 valves per cylinder
Mixture preparationDirect injection
Transmission6-speed, manual
Drive trainFront drive, transversal
Wheelbase3.098 mm
Turning circle11.800-13.700 mm
SteeringGear rack, Servo
BrakesDiscs, front ventilated, ABS, ESP
Wheels205/65 R 16 - 215/65 R 16 C
Length4.999/5.398 mm
Width1.956/2.283 mm
Height1.971/- mm
Load volume5.200-7.200 litres
Tank capacity80 litres
Payload1.000-1.200 kg
Kerb weight1661 kg incl. driver
Maximum speed
Purchase priceFrom 28,072 € (incl. VAT)
ManufacturedFrom 2014

Who actually has the say in this so-called joint-venture project between Opel, Renault and Nissan? Up to now it has been Renault and one can suppose that it still is. All the engines, e.g., are clearly from this manufacturer. Whereby, to speak of four different engines, is a gross exaggeration.

2 Wheelbases, 2 Heights

Basically, it's one and the same power unit, with a capacity of 1,6 litres, common-rail and direct injection. In each case, it can be had with a turbo-charger, in fact, even a bi-turbo in the two stronger models. There is not much difference between the cars from either manufacturer. Only the radiator grille is different (see picture below).

All this must not necessarily be a disadvantage for the customer, after all, higher development costs must be carried by the buyers. Indeed, if even Mercedes accepts the (smaller) Diesel engines, why shouldn't Opel do the same? A large series is not only more economical, it also increases their responsibility for possible faults, because recall-actions are a lot more expensive.

The basic price is higher than that of the Renault Trafic

The feedback from the Vivaro is also considerable, even without the Renault Trafic. Opel claims to have sold approx. 600.000 vehicles in this segment since 2001. That makes 5% of all vehicles in this class Opel Vivaros. Indeed, one should be wary of such figures. The expression 'Light-Transporter' can be laid out thus, that as many competitors as possible are not taken into consideration.

This however, is not as unsettling as the description 'up to…', which can truly mean everything or nothing at all. Bearing this in mind, this new one could be up to 15% more economical. One can credit it with having a certain amount of thriftiness, after the experiences made with this engine in other Renaults. Almost more important, is the fact that the service intervals have been doubled to 40.000 km or two years.

The size of the cargo-area has been increased by 10 cm and, compared with it's predecessor, the design has been noticeably improved. The cargo-area now offers a volume of between 5,2 and 7,2 m³. There should be enough space for three Euro-palettes side by side, at least in the area around the sliding door on the side. One can even push longer objects of up to 3,75 meters, right to the front and under the passenger seat (see pictures 11 - 13).

The competition: VW T5, Ford Transit Custom, Mercedes Vito, Citroën Jumpi, Fiat Scudo

Now we come to the interior, where we find, unusual for transporters, high-gloss piano-lacquer, chrome trims and tablet- and smartphone holders. Apparently, the storage shelves alone offer 90 litres of space. Almost famous in the meantime, are the folding centre seat backrests with a laptop drawer and a push in - pull out clipboard. The vehicle is now also much quieter, to put it in a nutshell, more similar to an ordinary motor car. 10/14               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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