New Fiat Doblo review

In the UK, the Fiat Doblo has long been the least-loved of a range of small vans from Stellantis, and that seems a little unfair.

You see, the Doblo is literally the same van as the Citroën Berlingo Van, the Peugeot Partner and the Vauxhall Combo Cargo. It shares their engines, gearboxes, equipment and even body panels – and they're all well-respected models.

Despite it being dominated by its Stellantis siblings, Fiat isn’t giving up on the Doblo. It’s had a facelift to bring it up to date, giving the front end a distinctly Italian design with the FIAT text writ large in the centre of the grille. A new bumper and some other touches mean it’s a fairly subtle makeover, but it has freshened it up.

Not much has changed inside. You’ll need to be in the high-spec Primo model to get the most from the updates – which on that version include a 10in infotainment screen – but all models get a new squared-off steering wheel. Revolutionary it is not.

Its rivals have been refreshed too, with the Ford Transit Connect, Mercedes Citan, Nissan Townstar, Renault Kangoo and VW Caddy Cargo all recently receiving updates or changing soon. Has Fiat done enough to put the Doblo into contention?

Read on to find out how we rate the latest Fiat Doblo against the best compact vans and which version we recommend. Or if you're interested in the all-electric version see our Fiat E-Doblo review.

Fiat hasn't broken any new ground with the engine line-up for the Doblo. There’s one 1.5-litre diesel engine option, although you can pick between an output of 100bhp or 128bhp.

Picking the higher power option also increases torque, from 184lb/ft to 221lb/ft. While the 100bhp model is fitted with a slightly clunky six-speed manual gearbox, the higher output model is only available with an eight-speed automatic gearbox. You can't mix and match gearboxes and engines.

Whichever engine option you pick, the Doblo is fine for UK roads. The lower-power version reaches 103mph, which means there’s plenty in reserve when cruising at 70mph on the nation’s motorways.

The higher output model doesn’t feel any more lively, and there’s nothing to choose between them in urban areas – the difference in torque isn’t hugely significant, especially when stuck in city-centre traffic. However, the automatic gearbox will make it easier and more relaxing to drive.

You won’t notice much difference when the Doblo is loaded up either. Our test van was carrying 200kg of cargo, which is well short of its ultimate ability but a fair representation of what might be carried by many tradespeople.

If that’s you, the 100bhp option will serve you well, but if you load the van to the max and want to tow a trailer, the extra oomph from the 128bhp model (badged as 130) will be appreciated.

You might even enjoy driving the Doblo. With a few modifications, it’s the same underpinnings you’ll find in a Vauxhall Astra so it’s no surprise that, for a small van, it’s a refined, comfy and reasonably engaging drive.

The market keeps evolving though, so what was class-leading a few years ago is now just amongst the best in class. The new Renault Kangoo and the closely related Nissan Townstar and Mercedes Citan all edge the Doblo out, but the gap isn’t significant.

Entry-level models can be kitted out with a Worksite package, which ruggedises the Doblo a little.

The Worksite version is raised by 30mm, knobbly all-terrain tyres are fitted, and there’s added protection under the vehicle. Electronic traction control with settings for mud, gravel and so on will help get it through some slightly rougher terrain, but it doesn't go as far as making it a proper all-terrain 4x4 model.

If the Doblo's Fiat badges were covered up, you’d never know which of the Stellantis small vans you’re in. Only the Peugeot Partner offers any kind of differentiation, with a fancy instrument panel and compact steering wheel.

There's nothing quite as exciting as that in the Doblo, which gets a thoroughly conventional interior. It’s filled with hard-wearing plastics – including, frustratingly, the top of the door where you might want to rest your elbow – but it all feels well-built and should survive the daily grind without trouble.

Picking the right trim shouldn’t be difficult. There are just two to choose from, and there’s a significant difference between them.

The nameless entry-level model is a sparsely equipped van that will serve fleets well, but it’s the plusher Primo trim that owner-operators will find appealing. It adds a 10in infotainment touchscreen with Android Auto and Apple CarPlay smartphone connectivity. There's also a 10in digital driver's display that's mildly customisable and presents important information clearly.

If you decide to save cash and go for the entry-level Doblo, the screens are replaced by traditional dials for the driver and a solidly made phone cradle instead of an infotainment centre. With a dedicated smartphone app you can link up with your van and track journeys, monitor fuel consumption and record the efficiency of each journey.

The Primo gets a two-person bench seat to make the Doblo a three-seater van, and that comes with a load-through slot for longer items to poke through to the cab. To free up a little extra space, an electronic switch replaces the handbrake. However, the large gear selector mounting still protrudes from the dashboard, significantly eating into knee room for the middle passenger.

The business end of the Fiat Doblo is available in two sizes: L1 and L2. As the names suggest, the L1 is a smaller model, measuring a smidge over 4.4m long, while the L2 adds 350mm, taking it to 4.75m. That difference is all added to the load area, increasing the cargo volume by almost 20% – from 3.3m³ to 3.9m³.

That’s as good as you’ll find in the small van class, at least for the L1 model. The Doblo and its rivals are separated by no more than a few centimetres in length, so cargo volumes differ very little, but the Doblo – and the Citroën Berlingo Van, Peugeot Partner, Vauxhall Combo Cargo and Toyota Proace City – are ahead of the competition.

The extended L2 model again bests the competition, with the notable exception of the Renault Kangoo (and, as they’re all the same vehicle, the Mercedes Citan and Nissan Townstar), which has been stretched even further. The result is a slightly larger load volume in the Kangoo of 4.2m³.

As well as (mostly) leading the cargo volume tables, the Doblo also tops the payload charts. The L1 in entry-level trim with the more powerful of the two engine options can carry up to 1,059kg. That’s way ahead of its rivals, beating the Kangoo by more than 200kg and making the VW Caddy Cargo look rather lightweight with its 725kg limit.

The gap narrows on the longer L2 models, with the extra bodywork limiting what can be carried to 953kg, but that’s still more than the Caddy can manage. However, if maximum payloads are essential, the long-wheelbase Renault Kangoo reaches up to 987kg.

Asymmetric rear doors swing open to 180 degrees, allowing a forklift near enough to slide two Euro pallets into the back of the Doblo. A pair of sliding doors on the side makes access easy for the L2 models, but the L1 makes do with just a single door mounted on the passenger side.

Primo models can take lengthier loads – as long as they’re narrow. A panel can be opened in the bulkhead and a passenger seat folded down to open the cargo area into the cab. Even on the shorter L1 model, that allows items more than 3m long to slide into the back of the van, albeit with the loss of a passenger seat. The Ford Transit Connect and the Caddy Cargo offer a similar system, but you won’t find it on the Kangoo.

A Doblo Crew Van with the lower powered engine adds three seats in a row behind the driver, with access through two side doors, but gives up a lot of cargo volume in return. At just 1.8m³, you won’t have room for many tools.

Two trim levels, two engine options and two body lengths: Fiat keeps the Doblo pricing structure simple. Despite the brevity, there are eight combinations to pick from — excluding the Crew Cab and the Fiat E-Doblo models — so you should find a suitable model for your business.

While the Doblo range starts from just over £20,000, it’s worth spending an extra £2,100 to upgrade to the Primo model, especially if you spend a lot of time in your van.

The additional equipment, including a large and useful infotainment system and improved safety technology, will go a long way to easing your day, and you’ll likely see most of that back when you come to trade in the vehicle.

Both versions have air-conditioning, steering wheel-mounted audio controls, overhead storage, electric windows and electric mirrors.

Primo models gain foglights, LED headlights and a raft of exterior design highlights, including painted mirrors and full-size wheel covers.

There’s little to choose between the engines regarding economy, with the manual model officially managing as high as 54.4mpg, and the automatic vans dropping slightly to 51.9mpg.

The Renault Kangoo and VW Caddy Cargo are each within a small range, with best figures of 52.3 and 54.4mpg respectively. Unless you need to eke out every last mile from a litre of diesel, the differences are so minimal that there's little reason to focus on it.

While those leasing a van for three years might not be too concerned, warranty cover for everyone else is a differentiator. The Doblo (and the Citroën Berlingo Van, Peugeot Partner and Vauxhall Combo Cargo) gets a 100,000-mile warranty, limited to three years, which Renault and Volkswagen match. The Ford Transit Connect has a 60,000-mile limit.

All are bested by the Toyota Proace City, which gets a 10-year warranty, limited to 100,000, provided you service it at a main dealership. It costs a little more but owner-operators keeping their vans beyond a three-year lease deal will see the appeal of extended cover.

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