Vanette Cargo enters Euro fray
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by Toby Clark • Nissan's Vanette Cargo replaces the Vanette, built in Spain since 1985. It will sell first in Spain then across Europe, reaching the UK in late May.
The 2.4-tonne GVW van is recognisably based on the Japanese-designed Serena MPV (built in Spain since 1992), but was designed by Barcelonabased Nissan Motor Iberica SA.
The shape avoids the forward-control styling of its predecessor and other Japanesedesigned vans and includes a substantial front crumple zone. Nissan calls this a "half-bonnet" design, and says that its safety meets passenger car standards.
The wheelbase has been stretched to 2.90m and a boxier rear section fitted—there is a step in the roofline above the Bpillar—but the van remains compact, with an overall width of 1.70m. The quoted payload is 905kg for the diesel model— above the class average.
The engine drives the rear wheels and is "midship mounted", beneath the seats and behind the front axle line; it is a new four-cylinder, 2.3-litre SUFIC diesel producing 74hp (55kW), designed and built in Madrid. The alternative 1.6-litre petrol unit, made in the UK, will not be sold here.
Clearly aimed at the tradesman and at maintenance fleets, the loadspace offers easy access, with sliding doors on each side and twin 180° hinged rear doors. The load floor is flat, with no side door wells and little intrusion from the wheelarches.
Nissan produces a "Window Van" with glazed side panels, and fiveand eight-seat Combi 5 and Combi 8 personnel-carrier ver
sions, but only the diesel "Blind Van" will be listed in the UK. The Combi 5 and Window Van will be available to special order for conversion, most likely as mobility vehicles.
Driving Impressions
Nissan claims -car-like driving comfort" for the Vanette Cargo, and largely delivers. A low step makes entry easy, there is a good deal of legroom, a tiltadjustable steering column, high-quality interior mouldings and clear instruments. Visibility is good, but the seats are slightly small and the low driving position and high engine hump means that it is strictly a twoseater.
The mid-mounted engine is well hidden, but daily checks can be made from under the "bonnet", which also houses the spare wheel.
An oil-level warning light on the dashboard replaces the dipstick. Engine access may make fitting a full bulkhead difficult—it is not certain that one will be available.
Performance was pretty good with a substantial load on board, and the conventional gearstick is welcome. But the diesel van that CM drove felt slightly under-geared, and it
produced a good deal of engine noise at speed. Still, the engine had done only 400km and no bulkhead was fitted; road noise and wind noise were well controlled.
The ride was much better than its predecessor's, and handling was good—MacPherson struts are fitted at the front, a leaf-sprung live axle to the rear. Power steering worked well, but this will be optional in Britain. Headlamp washers and rear wipers are other potential options, but the heated seats fitted to C.14's van will not make it to the UK.
UK Sales
This is clearly an improvement over the existing model, and should be seen as a major European contender. Nissan projects total annual sales of 20,000, with Spain as the biggest market; in the UK it will attract existing Vanette owners, but fleet sales will be promoted too, and Nissan's three-year warranty will tempt other users.
Predicted UK sales are a modest 1,000 per year, but much depends on pricing: if the Vanette Cargo comes in at the same level as the existing model (1.8,670 ex-VAT) it should sell well.