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issan isn't shy with the revised Cabstar range it launched

1st February 2001
Page 26
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Page 26, 1st February 2001 — issan isn't shy with the revised Cabstar range it launched
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last September, and has a diverse fleet of test vehides on hand. This explains why, after seven years of drought, we can offer two full roadtests of the Cabstar in as many months, with another to come.

This week we're looking at a factory fitted Ingimex box van on a single-cab no chassis with a medium (2.9m) wheelbase for a list price nudging £19,000. The no comes with a 3.0-litre direct-injection diesel, which is another innovation for the UK.

Next year the range will be further expanded with a temperature-controlled box van and a crew-cab dropside; in the meantime we can busy ourselves guessing why the Nissan is now called the Cabstar E. Could it be E for Economy? We fear not.

PRODUCT PROFILE

The old 2.5-litre engine has been put to good use by Nissan which has increased its capacity to 2.7 litres and improved its power/torque output to 89hp/ 2.00Nm. This smaller unit is only used in the E90 chassis variants; all other models get a 3.0-litre unit rated at io8hp/26oNm. Service intervals have been extended to 6,000 miles for the 2.7-litre engine and 12,000 miles for the 3.0-litre lump.

Wheelbases range from 2.4m, via the 2.9m tested here to the 3.4m of long-wheelbase models; no buyers can also opt for a double cab. Suspension has been uprated for an improved ride.

There are more trim levels now so drivers of the top-spec SE cabs can look down their forward-control noses at lowly L trimmed examples. SE cabs get electric windows, a cost option for the mid-trim SL crew. The Cabstar E enjoys Nissan's three-year/60,00o mile warranty with paint covered for three years irrespective of mileage. Perforation cover is for six years; the package also includes 12 months' RAC roadside assistance.

PRODUCTIVITY

Nissan says the Cabstar's cab has been streamlined and lowered to improve aerodynamics, but with a big box on the back this becomes a little academic as far as fuel consumption goes.

A box body is never going to be the best route to great fuel economy, but the Nissan is also let down by what feels like some short gearing. We got a pretty dismal 20.8mpg around Kent running laden, but if you really need a high load volume that's something you might just have to put up with. Having said that, the most direct comparison we have is with an lsuzu NKR, and that managed 24.9mpg.

We can't complain about the lngimex box itself, however, which appears well constructed and well bolted onto the chassis. Load area is good and big, as you would expect, and nicely appointed. The sub-frame is galvanised steel while the sides, roof and bulkhead are constructed of aluminium. The floor is onepiece phenolic resin bonded plywood with 9mm lcickboards and two rows of wooden lashing rails. Rear doors feel secure thanks to a solid lock.

A translucent daylight panel is fitted into the roof and a fluorescent working lamp can be switched on from the offside rear pillar. A helpful grab handle is also sited here while a step stows away underneath the bodywork. This could be a little wider but is certainly useful given the inevitably high loading height Payload is pretty good at 1,325kg including our nominal 75kg driver, and the loading tolerance is all right at 450kg, but the big draw for this van is obviously that capacious 16m3 loadspace.

The turning circle is nice and tight at 9.im between the kerbs with 3.75 turns lock to lock; combined with its short feeling gearing this makes the Cabstar well suited to urban deliveries.

The no single cab tilts forward for easier access to the engine, although we didn't try this out because it would have taken an hour or more to clear out the accumulated crisp packets, half-drunk cans of pop and loose paperwork Even so, if the Cabstar weren't a forward control van there wouldn't be any need to boast about the tilting function. Access to daily fluids is pretty easy and thankfully doesn't involve unstrapping the passenger seat or tipping the cab forward. The brake fluid reservoir is by the driver with wiper fluid by the passenger and coolant between the back of the cab and the body.

ON THE ROAD

Ahhhh, forward control. Legs dangling out in front, engine under the passengers' seat—you can't beat it. But then again, neither can the DOT tests all vans have to go through, so at least it meets frontal impact standards.

Handling unladen at motorway speeds is a little squirmy, particularly with any sort of side : 0 wind, but things are much, much better with a load when the Cabstar corners nicely and predictably. It can still be a little light at high speed on the motorway, however.

Putting a 1,300kg test load in the back also helped to take the edge off the brakes, which are razor sharp and only need the weight of a falling autumn leaf to throw passengers forward. Unfortunately, we couldn't perform our usual brake tests because of problems with our equipment.

As we have already mentioned, the gearing feels very short. Our tester kept reaching for the gear lever assuming there was another ratio or two left in the box but no, five's your lot. The van feels uncomfortable cruising at 70mph; maintaining headway along the motorway is expensive and noisy, and we noticed a lack of power on the hills of our test route. Speeds dropped a fair bit on the M20 climb and, although its short gearing gave the Cabstar an initially good account on the sprint up the second incline, it was ultimately left wanting.

While on the subject of hills, the handbrake on the Cabstar failed to hold on even the easiest of our test hills, so we couldn't test its hill-starting ability. Three out of CM's four road testers loathe umbrella handbrakes like the Cabstar's, but this one doesn't mind them at all; at the end of the day it's down to the driver. Sitting on the test hill on the foot brake revealed that this example tended to drop its revs when on a slope; an interesting sideeffect of being at an angle. It probably doesn't help the C.abstar's hill climbing ability either.

Acceleration is good to start with but soon trails off; fortunately the gearchange isn't too bad with a short throw and only occasional reluctance to find the desired ratio. Although the Cabstar is well suited to urban deliveries, long motorway journeys soon become a bit of a chore.

CAB COMFORT

Cab comfort isn't bad unless you're talking about the middle seat. Your passenger would need to be Kate Moss to fit in there, and even then you wouldn't find much opportunity to relax, not least because she'd be complaining about only getting a lap belt. Sadly, the best option seems to be to leave the supermodel behind and fold the centre seat into its work-table mode for documents and a couple of cup holders. Folding it flat also opens up another slim area for storage which is otherwise in short supply in this cab.

One strange feature of this generally well designed cab is a pen holder which only seems capable of accommodating the kind of twig-thin pencils used by ladies of a certain age to note down their bridge scores.

The other passenger gets a three-point belt as does the driver, who can also have fun with the adjustable steering wheel. The driver's seat does not, unfortunately, have much room for adjustment given the size of the cab but it kept this six-foot tester comfortable enough.

The view from the cab is pretty good despite a low windscreen line and A-pillars a hair's breadth away from the driver's head, while the majority of controls are sensibly laid out. The radio could be less fiddly, however.

With the engine mounted under the seat, the Cabstar has a little of the flavour of al fresco motoring about it. Cab noise is fairly high thanks to this arrangement, as is the build-up of transmission and wind noise with speed (despite the claimed improved aerodynamics). Noise topped SodB (A) at 70mph on the test track and that isn't great.

SUMMARY

The Cabstar's price is reasonably competitive, but it is let down by its fuel consumption. Keeping it around town will keep the fuel consumption down, but motorway runs will hit you in the pocket.

It offers a good-sized load area and is well suited to an urban environment. Construction seems solid and operators will get the benefit of a decent conversion from a reputable company. Definitely a useful vehicle for multi-drop deliveries, but inter-urban trunlcing is not its forte.

• by Peter Lawton

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