Road Tests: Nissan Cabstar E 90 SWB

It’s been a long time since we last tested a Nissan Cabstar – more than seven years – and it would be nice to report that a lot has changed since them. In fact, at first glance you would be hard pushed to distinguish a 1993 Cabstar from the 2000 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 onto 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 factor-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?

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 short-wheelbase Cabstar E90 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 indirect-injection 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, wit ha 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 E110 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 E110 tilts for engine access – unlike the E90’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 E110s can be specified with an aluminium dropside body for just £500 extra; at 3.66m long it is 560mm longer than the E90’s dropside. The E110’s engine, 3.0Di, is much more modern than the 2.l7TD, having direct injection and charge-cooling, and puts out 109hp (81kW) and 260Nm (192lbft) of torque at 2,100rpm. Again, the drive goes through a five-speed manual box. A welcome addition is the Thatcham-rated engine immobiliser. The E110 is available in two trim levels – LS and SE – but these appear to offer little more than the E90’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 E110’s are available in red, white or blue – the E90 comes in just red or white – and you can now pay extra for a silver metallic finish. Like the E90, the E110 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 Cabstars come with an admirable three-year/60,000 mile mechanical warranty and a six-year anti-perforation corrosion warranty.

The previous Cabstar was sold only at the slightly odd gross weight of 3,400kg; the E90 is 200kg 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 350kg, 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 around the Kent route, both laden and unladen, were within 0.1mpg of the ones we got seven years ago. Given the increase in traffic, that’s not a bad result – and the latest engine is a lot more environmentally friendly. It’s more powerful, too; the latest Cabstar too as long to get to 50mph as the last one took to get to 40mph. 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 E110 to get better fuel 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 3.0Di 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 steep floor of the old model would lose its paint in very short order. The body also has a fold-away step, eight tie down 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 on 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.