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1 t's been a long time since we last tested
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a Nissan Cabstar—more than seven years—and it would be nice to report that a lot has changed since then. In fact, at first glance you would be hard pushed to distinguish a r993 Cabstar from the z000 model (called the Cabstar E)—but the world around it has changed a great deal. The Cabstar is no longer the only 3.5-tonne (or thereabouts) chassis-cab available. Isuzu came on to the scene with a direct competitor, the NKR, a few years ago, Mitsubishi's Canter followed soon after, and mainstream van manufacturers seem to be making more of an effort to accommodate dropside and tipper operators. Now you can buy a Transit or a Relay chassis-cab with a factory-approved body direct from the dealer, or an LDV with a factory-fitted body.
It has become a harder world out there, with more demanding customers. Has the latest Cabstar still got what it takes to compete?
PRODUCT PROFILE
Though the Cabstar looks much the same, there has been something of a change in philosophy from Nissan: the Cabstar is now a range rather than a single model. The shortwheelbase Cabstar E 90 tested here is definitely the base model, with the lowest gross weight (3,200kg), a single trim level (L) and the least powerful engine—a 2.7-litre indirectinjection turbo-diesel which has been developed from the previous Cabstar's naturally aspirated 2.5-litre unit. And it is offered purely as a dropside, with a factory-built aluminium body replacing the earlier model's steel body. We have been told that a factory-approved tipper conversion will become available, but details are not available just yet.
But this is just the start: there are now five other models in the range, all designated the Cabstar E iio and with a gross vehicle weight of 3,500kg. These have a twin-wheeled rear axle and a choice of medium or long wheelbases. The single cab of the E no tilts for engine access—unlike the E 90's—and the long-wheelbase chassis now has the option of a double cab, which doesn't tilt, with a rear bench seat and a total claimed seating capacity of six people. This sector has grown substantially since the VAT position was clarified (it can now be reclaimed on a vehicle of the Cabstar's size) and represents about 15% of chassis-cab sales, according to Nissan.
Single-cab E 'los can be specified with an aluminium dropside body for just f5oo extra; at 3.66m long it is 56omm longer than the E 90's dropside.
The E iio's engine, 3.0 Di, is much more
modern than the 2.7TD, having direct injection and charge-cooling, and puts out to9hp (8ikW) and 26oNm 921bfi) of torque at z,toorpm. Again, the drive goes through a five-speed manual box. A welcome addition is the Thatcham-rated engine immobiliser.
The E tic) is available in two trim levels—SL and SE—but these appear to offer little more than the E sio's L spec: just two cupholders, a different seat fabric and a three-spoke steering wheel rather than a two-spoke type. The extra £750 for the SE spec seems to get you just electric windows and (more usefully) a limited-slip differential. Still, all E nos are available in red, white or blue—the E 90 comes in just red or white—and you can now pay extra for a silver metallic finish.
Like the E 90, the E no will become available with a tipper conversion, and a factory box-van body is also promised. It will be interesting to see how many traditional van customers are tempted by this.
As before, all Ca bstars come with an admirable three-year/6o,000-mile mechanical warranty and a six-year anti-perforation corrosion warranty.
PRODUCTIVITY
The previous Cabstar was sold only at the slightly odd gross weight of 3,400kg; the E 90 is zookg lighter, despite its more powerful engine, but performance expectations are higher these days. Still, even with the aluminium bodywork, the dropside manages a payload of only 1,340kg, 300kg down on its predecessor. The axle ratings are quite generous, giving an overall load tolerance of 35 okg,
D though the load would have to be relatively far forward to make the most of this.
What hasn't changed is the fuel consumption: our test figures round the Kent route, both laden and unladen, were within o.impg of the ones we got seven years ago. Given the increase in traffic, that's not a had result— and the latest engine is a lot more environmentally friendly. It's more powerful, too: the latest Cabstar took as long to get to 50mph as the last one took to get to 4omph. But a more modern engine can outperform it—the Volkswagen LT46 tipper got a similar result at 4.6 tonnes VW—and we would expect the F 110 to get better file] consumption.
Thankfully the TD's service intervals are longer than before, with oil changes every 6,000 miles rather than the 3,000 miles of its naturally aspirated predecessor. But the 3.01)1 engine does better still, with 12,000-mile intervals.
The aluminium body is more practical than the older steel version, with a tough phenolic resin floor—the painted steel floor of the old model would lose its paint in very short order. The body also has a fold-away step, eight tiedown points, cant rail hooks and, on our example, a nicely made tonneau cover. The headboard is also sturdy, with a decent ladder rack, so you shouldn't have to worry about errant loads.
The fuel tank is as exposed and vulnerable as ever, but at least it is fairly big (90 litres) and has a locking cap as standard. Incidentally, one of our testers noticed that the rear lamp clusters of the Cabstar are identical to those of the Renault Midlum truck—the first fruits of the Renault/Nissan tie-up by the look of things.
ON THE ROAD
With zo% more power and 25% more torque than the old model, and at 200kg lighter, you'd expect the Cabstar to perform pretty well. It is particularly flexible, pulling convincingly right from tickover, but it's still not terrifically powerful: the one-in-four hill start was achieved only with a fair amount of clutch slip. Gear changes were fine, with a fairly precise short throw, but the combination of lever and steering wheel position made cross-cab access impossible for all but the most sylph-like.
The handling was a pleasant surprise, safe and neutral even at speed, with cornering abilities limited by the tyres rather than by the chassis. The steering has a good lock—the turning circle is less than tom between kerbs, which Nissan claims is the best in its class— and is acceptably light for low-speed manoeuvring. The Cabstar was stable in town driving and at motorway speeds, but a little nervous at around 5omph; this could be due to the combination of relatively simple sus pension—parabolic leaf springs front and rear—with a short wheelbase.
The brakes divided opinion: they are fine with a full load on board, but quite twitchy when unladen. One tester reckoned they were fine once you got used to them, while another called them "impossibly sharp". Either way, they lack ABS, and in the wet conditions of the test track they locked up quite definitely when full pressure was applied. The handbrake works fine, holding the Cabstar steady on a one-in-three, but it is the hated "umbrella" type which sprouts from the dashboard.
CAB COMFORT
The cab looks very familiar, and is indeed closely related to the older model, but it is mounted a little lower—thanks to smaller, 15inch wheels—and access is easy. Nissan claims it is wider inside, but the door is still pretty close to the driver's elbow and it is easy to catch one's knee on the window winder. Build quality, fit and finish are all fine, though there's a fair amount of painted metal on view and all the plastic mouldings are—of course—grey.
The passenger seats are pretty flat, but the driver's seat is quite comfortable with, as Nissan's press release says, "lumber" support; the steering wheel is adjustable for rake. The instruments are clear and now (thankfully) include a rev counter—but there's no clock.
Visibility is fairly good, and though the mirrors are of your basic flat design they give a decent field of view. The wiper coverage could be better, but at least there were two speeds plus an intermittent setting—a small thing, but quite important. The heating included a recirculation function, and the radio/cassette unit is a Clarion—good quality, and less fiddly than some.
Beware: engine inspection can be hazardous to your health! The inspection hatch under the centre seat is fairly convenient, but one of our testers cut his hand on a sharp wire under the rim. The tilt-cab layout of the E ITO is probably safer.
The cab has numerous small storage bins, and the centre seat backrest folds down to form a compact writing table with a clipboard and a couple of cupholders, but there is nowhere handy to put a mobile phone.
SUMMARY
The Nissan Cabstar has long been a favourite—indeed, it had the market to itself for a long time—but this has become a very tough sector, and it demands a very good product. The latest Cabstar is fundamentally well made, and it has been developed in sensible directions: more power, less maintenance, much better bodywork and a more comfortable cab. The price is good, too—it's on a par with the Isuzu NKR chassis-cab, and a couple of thousand cheaper than the nearest equivalents from Mitsubishi or LDV. But with an unremarkable payload and so-so performance and Fuel economy, the Cabs tar E 90 won't set the world on fire. We'll have to wait and see if the E no can set new standards in the class.
• by Toby Clark