Introduction
Nissan isn’t shy with the revised Cabstar range it launched last September, and has a diverse fleet of test vehicles 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 110 chassis with a medium (2.9m) wheelbase for a list price nudging £19,000. The 110 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/200Nm. This smaller unit is only used in the E900 chassis variants; all other models get a 3.0-litre unit rated at 108hp/260Nm. 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; 110 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/60,000 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 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 Isuzu NKR, and that managed 24.9mpg.
We can’t complain about the Ingimex 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 one-piece phenolic resin bonded plywood with 9mm kickboards 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 9.1m 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 110 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.
