he Terrano range doesn't take much explaining. A single shortwheelbase
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4x4, panel van model is available, with an options list extending to metallic paint and air-conditioning. For any personalisation beyond that, you'll need to talk to your dealer. The biggest change since we tested a Ford Maverick as part of a group test in 1996 is that the Nissan 2.7-litre turbo-diesel engine has gained a chargecooler and with it, 25% more power.
The Nissan's steel body sits atop a steel ladder-frame chassis. Front suspension uses double wishbones with longitudinal torsion bars, a la Morris Minor—fast becoming the industry standard for 4x4 s—while the rear has a well-located live axle and coil springs.
PRODUCTIVITY
Based on the short-wheelbase version of the Terrano car, the van's loadspace is rather limited by design, although it still manages to provide a floor area of over I.2M long by a minimum 1,o5m between the arches. The Terrano's GVW has increased by an extra 210kg with the charge-cooled engine, around half of which translates into extra payload, now a reasonable 71 okg with 75kg of driver aboard.
The level load floor stops about a foot behind the seat backs, and the resulting well provides useful space for coats and bags or for foot space for occasional rear seating. A fitted rubber mat is provided in the loadspace, together with a pair of load restraint points. One feature of the Maverick which is not on the Terrano is the half-height bulkhead with optional mesh upper section. The only load intrusion protection is now the seat backs. The fairly high loading level is helped by a step on the rear bumper.
The rear door betrays the Terrano's Continental build by being hinged on the wrong side for this island, but worse than that, there are no adequate stops to hold the door open. On even a slight cross slope the door, helped by the weight of the spare wheel, has an annoying self-closing action.
Although the charge-cooled engine makes the going easier, this isn't translated into better economy, the improvement being just o.6mpg. Security measures for the Terrano include key-operated central locking and a passive immobiliser.
ON THE ROAD
The good news is that, although unchanged in layout from the original Ford Maverick van, the Terrano II seems to have received some effective fine tuning to the suspension and steering. It now handles extremely well with very good dry road holding, although the rear briefly let go once on a damp, greasy roundabout.
Care is needed to restrain the considerable amount of available torque when in two-wheel drive on low-grip surfaces, but the suspension put up with a considerable amount of simulated clumsiness at the proving ground with. out any nasty surprises.
Overall the ride is good, despite becoming rather choppy on what passes for a road surface at the M26/M2o junction. Technical problems meant that we were unable to test the brakes fully, but there's no doubt that they're well up to the job, although they do need considerable pedal pressure.
Once in the power band, the performance is excellent. It has no problem keeping up with most cars, but the power curve means there is not really enough low-down power. Amazingly, given the maximum torque available, we were unable to restart on the r-in-s test hill in high range. Despite plenty of grip from tyres and clutch, there just wasn't enough power. The situation isn't helped by the highish overall gearing of 26mph per L000rpm, although this pays off at higher speeds.
The Terrano II is extremely quiet at all speeds, apart from a slight period of tyre howl between 40-50 and a little wind noise at 70. The Nissan engine is not inherently the smoothest around, but excellent mounting largely hides the fact. The lack of refinement only really shows at tickover, and the engine tends to have a quick thrash on its mounts as it's turned off The engine was always audible, but never intrusive,
The Nissan's transmission has selectable dual-range four-wheel drive, with automatic free-wheeling hubs and a limited-slip diff on the rear axle. We know from previous experience that the Maverick/ Terrano is perfectly capable off-road, but the ability of this example was seriously restricted by the non-aggressive Bridgestone Dueller Lyres. Traction on our wet chalk grassland test area was almost nonexistent, even on level ground, although some progress was made once we scrabbled onto a more grippy patch of bracken.
If you don't like embarrassment, make sure your Terrano Il's tyres are suitable for your intended use.