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D oesn't time fly? It only seems a moment since Vauxhall
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returned to the 3.5-tonne van market with the launch of the Renault Master-cloned Movano range. In fact it's been almost four years, the Movano is a fully-fledged member of the UK van community and it's now had its first minor facelift and engine update.
We're used to being a bit spoiled when it comes to the spec of some of the vans we test, so it was a refreshing change to have a vehicle arrive in a basic, almost option-free version, much as many buyers would choose.
PRODUCT PROFILE
Since it burst onto the scene in early 1999 the biggest change to the Movano range has been under the bonnet. In the autumn of 2000 the original naturally-aspirated 2.5D engine gave way to the 2.2-litre common-rail turbo-diesel; more recently the 2.8 DTi has been replaced with the n3hp 2.5DTi tested here. Although the reductions in capacity may seem out of step with today's race for horsepower, the truth is that the smaller engines are more efficient, giving useful increases in torque.
At 26 oNm, for example. the 2.2 has as much torque as the old 2.8, while the latest 2.5DT1 has a useful 29oNm on tap at ikoorpm; 2oorpm lower than before. Peak power remains the same at n3hp, but again at
a lower engine speed (3,500 instead 3,600rpm). The improved figures come o tesy of the application of some modern tt nology, with a first-generation common. injection system and a charge-cooled tu feeding a 16-valve alloy cylinder head.
Engines aside, the 2001 modelchanges included a larger (ioo-litre) fuel tz disc brakes all round with larger discs at front, and 16in wheels. The latest mum improvements includes new seat and d trim, improved audio equipment. a lax (rioA) alternator and provision for an i grated DIN-format tachograph.
Six body versions, permed from ti wheelbases and three roof heights, cover load volume range from 8.o to 13.9 However, the short version doesn't get extra-high, or Maxi, composite-capped opt and the other two lengths aren't available N. the low roof. Three GVW ratings, of 2,8 3,200 and 3,500kg, and the two engines stirred into the equation to produce a model van line-up. Another half-do chassis-cabs form the basis of nearly 30 the-shelf conversions. We tested the k wheelbase, high-roof van with the new 2.5 engine, at the top 3.5-tonne rating.
PRODUCTIVITY
As a glance at our "How it measures table shows, ompg is the target figure f laden 3.5-tonner around our Kent test ro. and the good news is that the 2.5-litre cc mon-rail Movano cracked it. In fact, its la 30.4mpg would be a respectable unladen ure for the sector—and running unlade achieved an excellent 3z.3mpg.
As tested, this Movano weighs in whisker under two tonnes ready to work,11 ing a genuine i,5ookg payload. Loadspac the second highest available, at 12.6 Access to the loadspace is through the la side door which measures .1,8o omm taI Lioomm wide, or rears which open to ne zoo', or with simple bent-wire stops to c
Our van came with a dealer-fit ply-line and the basic one-third-width mesh bulkh it's left to a 350mm-high ledge at the fro the floor to restrain larger items. Unless need the walk-through access given by th cost-option single passenger seat, we'd
D ommend spending around izoo on one of the full steel bulkheads, giving considerable safety and comfort benefits.
Running costs are helped by scheduled workshop visits every 18,000 miles or two years. The three-year/mo,000-mile warranty with AA roadside assistance will ensure that any unscheduled stops won't hurt your pocket. As a result of relearning the large van market over these past few years (remember that its last real contender was the Bedford CF), Vauxhall is revamping its van dealer network to ensure that only those who understand the market will serve it.
ON THE ROAD
By current standards 116hp is relatively modest for 3.5 tonnes, but our test revealed it to be just about the optimum. Although barely off the production line, with less than 1, 000 miles to its name, and running at maximum weight, this van seems to be powered just right, holding 70mph fairly steadily on our timed Mzo climb. Under less steady speed conditions the common-rail system endows it with outstanding mid-range performance and really useable acceleration in top gear.
One new feature we discovered on the test track is that the engine management electronics won't allow the engine revs to rise above 2,5 oorpm at standstill.
At full weight, getting that torque to the road needs a little circumspection on take off, raising wishful thoughts of traction control, but once under way it behaves impeccably. The engine is not the quietest through the lower gears, but it settles down once under way and is never seriously noisy—just not as quiet as the Vivaro. The journey up through the five gears, with its dogleg fifth and reverse protected by a lifting collar, felt less rubbery and more precise than on early examples.
Also different to earlier versions was the way we felt the front suspension loads being fed into the floor beneath our feet—the suspension seems less well insulated now. Fortunately the steering is still impressively sharp and the long wheelbase helps provide excellent handling. The downside of the longest Movano's "wheel at each corner" stance is its tendency to cut in. In tight spots, whether getting into a crowded yard or just negotiating a tight right-angle junction, manoeuvrability needs careful consideration if the paintwork is to be spared.
CAB COMFORT
As we said at the beginning, this is a no-frills working van, but that doesn't mean it's spartan. Far from it, in fact—the interior is fully trimmed with an attractive blue/grey cloth, with comfortably-shaped and comprehensively adjustable seats. The steering column is fixed and there are no airbags as standard, but all three cab occupants get height-adjustable full three-point seat belts and head restraints. Unusually, the cloth headlining incorporates large speakers just above the occupants' heads, which seems to be a good idea.
The minor interior makeover includes a new instrument panel with plain and simple dials, including a rev counter (white on black with orange backlighting), while the diE odometer doubles as an oil level indicate start-up. A recess on top of the dash is he to a new binnacle designed for a DIN for: tachograph. Below this is a very nice Phil RD S radio/cassette player, complete wit handy mute button. As we said, very nice, isn't it about time that vehicle manufactu: (not just Vauxhall) realised that the casset just about dead? Apart from the hazards lighting and screen wash functions are o: ated by the two column stalks.
The Movano is better served than n vans in the storage stakes. A large door bin the driver incorporates a huge bottle hol, there's a large wire basket under the pas5. ger seat: a document net and clip on the di plus a host of assorted nooks and crann Strangely, the elasticated clipboard holdei the gear lever plinth wasn't present on example, although its mounting holes w High roof van models such as this also g useful over-cab storage area, complete v non-slide dividers.
The basic spec doesn't extend to any ren adjustment of the door mirrors, but des: that they are paragons of efficiency, especi their blind spot coverage--virtually noth remains unseen. Performing the same 1 inside is a more than usually efficient inte and map light.
SUMMARY
This example of the latest Movano vani may not have been laden to the roof with ury options, but even so it would be incone ably luxurious to a Bedford CF driver. M you, the CF man would also find a price ta twenty grand a bit hard to swallow. Movano's performance, comfort and ref ment are all approaching car levels, eve, this spec level.
But as Commercial Motor has said m times before, no-one buys a van for the of it—it's the bottom line that counts. its highly impressive fuel economy, corn. itive load-carrying ability and a servici warranty package that is the equal of any, Movano's bottom line means that gett back to basics makes perfect sense.
If only it came with a CD player
• by Colin Barnett