hen Citroen and Peugeot effectively created a new class of
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van in 1996 with the designed-fromscratch Berlingo and Partner, their curiously styled offspring may have looked faintly silly but they went on to have the last laugh as sales took off. Now, nearly three years later, the vans look like they've always been around and Citroen has given its version a mid-life make-over.
PRODUCT PROFILE
The Berlingo range is now simple to describe, with most variants having the 1.9D engine. The exceptions are the 75hp (56kW) petrol powered 600i and the 5ooE Electrique: both appeal to limited markets, although the electric model is beginning to create an expanding niche. The new diesel powers the 600D as tested and the budget-priced 600DX, which loses power steering, the folding passenger seat and a few other bits and pieces for a saving 011545. 800kg nominal payloads are catered for by the 800D van and the 800D platform cab.
Since last autumn's Birmingham Motor Show the van has been available with an optional tailgate, while long loads can be accommodated by a "girafon" rear roof flap. As standard, the driver is protected by a ladder-frame bulkhead, with the option of a half height steel bulkhead, with or without a mesh upper section.
The big change, though, is the new DW8 indirect injection diesel engine which replaces the 6ohp (45kW) 1,769cc XUD7 and 7rhp (5rkW) 1,905cc XUD9 naturally aspirated engines fitted in the Berlingo and Dispatch ranges. Although developing the same power output as the XUD9, it produces more torque, 125Nm (92113ft) at 2,500rpm. Citroen also claims lower noise and better refinement, but the main purpose of the DW8 engine is to reduce emissions.
The cylinder block is a heavily ribbed thinwall cast iron affair, topped with an aluminium cylinder head with Advanced-Comet combustion chambers and sintered valve seats and guides. The quest for lightness continues internally, with lighter pistons, connecting rods, valve gear and crankshaft damper.
PRODUCTIVITY
While the new engine may have made considerable progress in terms of smoothness and cleanliness, its economy appears to have been rather sacrificed on the altar of emissions. Its laden figure of 36.1mpg is around To% down on our test of the previous version. Unfortunately this may be a sign of things to come, at least in the case of the increasingly low-tech indirect injection technology.
Having been designed from scratch, the nocompromise Berlingo should offer impressive load accommodation, and indeed no other van in its class beats it. A Euro pallet moomm tall can just about be squeezed through the doors. As well as the usual loadspace in the back, the passenger seat backrest folds forward to provide either extra length or a useful desk surface. The whole seat also tips forward to reveal a handy hidden storage space for valuables. It should be noted that the 3.om3 load volume quoted by Citroen includes the o.3m3 given by the folding passenger seat.
CM's van was fitted with the standard half. width ladder frame bulkhead, with the only other load restraint provided by a shallow lip along the front of the loadspace. The load space on the test van was fitted with a non-factory ply-liner which creaked and also hid two of the six tie-down points. It took a little bit out of the payload, leaving 5rokg with our standard driver on board. The rear doors are fitted with sturdy slam locks top and bottom, and open to stops at 90° and r8o*.
ON THE ROAD
The first impression of the DW8-equipped Berlingo is that it is extremely smooth but doesn't feel particularly powerful. However, when the stopwatch's secrets are revealed, it actually turns out to be considerably quicker than it feels. The engine pulls strongly and cleanly, and will happily accelerate from 30mph in fifth if required. When it is put to the test, the gearbox has a well matched set of ratios. On the three miles or so of our Mzo hill-climb section, the laden Berlingo lost about ro seconds from a perfect time.
Although at idle speed there's no doubt that this Berlingo is diesel powered; further up the speed range it's hard to tell what fuel is being used. Driving up through the gears, the engine sounds pleasant until around 35mph when tyre and road noise take over completely. The engine bay is partially encapsulated which helps mechanical noise levels considerably.
Through the twisty bits, the latest Berlingo feels much as before, which is to say some initial understeer but staying easily controllable. The power steering, though, could afford to be a bit less helpful. Handling generally is stable, and ride is excellent on most surfaces, despite some rather un-Citroenlike suspension thump on poor surfaces. Although we were unable to take any accurate readings on a damp test track, the brakes were very impressive—strong and progressive.
CAB COMFORT
Access to the cabin through the wide opening doors is easy, but would be easier still if the doors had a detent at full stretch. The interior is well trimmed with little painted metal visible. The black plastic door trims and dash moulding are relieved by the light grey of the roof and A-pillars and the blue-green cloth seats, which uphold the Citroen reputation for comfort.
Height-adjustable padded head restraints and seat belt mountings are fitted as standard, together with seatbelt pre-tensioners and an airbag for the driver, who also gets a handy footrest to the left of the clutch.
The Berlingo tested had a fairly basic specification, with manual windows and mirrors and a simple instrument panel with speedo and matching clock, fuel and temperature gauges. All of the column and dashboard switches had a good quality feel about them. A Blaupunkt non-RD S radio/cassette is fitted and includes a drop-down flap to protect the lesser-used controls on the top half of the face plate. An extra DIN aperture is fitted at the top of the dash for an extra audio unit, but don't repeat our mistake of keeping a Mars bar in there —it's a bit close to the heater!
The four-speed heater is operated by smooth rotary controls, but doesn't have the recirculatory function essential in modern urban traffic. There's no heated rear window but the heater on full blast soon clears a rearward view. Generous stowage is provided by a locking glove box, with can and pen holders in the lid, and a deep bin in front of the passenger. Both doors have large pockets, each with space for a road atlas and a giant soft drink bottle. There was also a very welcome little storage bin near to the driver's right knee. Why should we be so pleased to see one little bin? Because it means the daft and counter-productive immobiliser keypad of the original Berlingo has been junked and replaced by a passive device.
The sun visor includes a useful see-through pocket and there is a document clip on the dashboard.
Visibility through the deep windscreen and side windows is good, although the A-pillars are rather thick.
The view from the interior mirror is hampered by the wide blind spot caused by the metal between the rear windows, although specifying the tailgate would eliminate this.
The horn can best be described as polite.
SUMMARY
The Berlingo concept is now well proven in terms of ability and productivity. Its sales success and consequent familiarity means that it has now become visually acceptable. The new, cleaner engine means that it should be more socially acceptable as well.
• by Colin Barnett