TRADE DEFICITS
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Nissan UK's latest Spanish-built panel van lacks the sophistication of many of its competitors, as well as the payload, power and economy. But for some operators its low purchase price and comfortable cab appointment may be mitigating factors
1HE BRITISH truck market might be the most open in Europe, at least according to importers, but to succeed you have the right model.
1983, Nissan UK first began selling commercials built by the :sh manufacturer Motor-lberica, in a the Japanese company holds an 83 mt stake. At first they generated a 'interest, not least from potential N. Over the past two years, !vet, annual sales of the sixand nine models have fallen from 4N/ units in 1984 to just 99 last le reason for this drop, according to in UK, has been the poor reception operators to the relatively ahisticated, and now out-dated, :e-built Perkins engine fitted in the range. But Nissan also clearly .estimated the sales potential of the 7.5-tonne GVW integral van. spite this setback, Nissan UK is ig a second go at the British market Spanish-built models. This time it npeting much lower down the ht range in the considerably larger non, lucrative UK one-ton panel narket. Its new offering is the 2.75, GVW Nissan Ebro Trade and the :hing based importer is already ng to sell 1,000 vans in the UK by nd of the year. Its highly ietitive price will certainly attract Mal buyers.
he Trade looks familiar that is not rprising. A left-hand drive version First shown in 1984 on Nissan's :ingham Motor Show stand. uction delays at Motor-Iberica, :vet, delayed the arrival of UK ,Is until last September.
though the Trade was originally ,red by a small Perkins diesel, the versions (with a facclifted body) Nissan engines and gearboxes. le Trade gives Nissan UK an extra o sell alongside its existing iese-built Urvan, which is currently .cted by import quotas. Although Jrvan has the choice of a petrol or I engine, the Trade is only available the two-litre 43kW (58hp) Nissan OE diesel.
3nsidering the growing interest in :1 vans, this makes good sense. But :hoice of diesel engine lets it down.
R.ADE IN BRIEF
ice as tested: V..5.1.16.5 excluding VAT ice includes i'3,890 for basic van and for optional full-height load harrier). sign GVW: 2.73 tonnes, sted GVW: 2.75 tonnes.
yload as tested: -1.03 tonnes.
reran average fuel
isumption (laden): 1(1.43 lit110am .(17tnp(4).
'era!l average speed: (,5.37kiiiih
.(■I mph).
PERFORMANCE Around CM's light van route the laden Trade returned an overall consumption of 10.43 lit! IC (27.07mpg). While this is enough to beat pettol-engined rivals, it places the Trade way down die ranks of diesel-engined competitors.
But by far the biggest drawback of the LD20E diesel is its overall lack of power something that is not apparent from its laden average speed of 65.37km/h (4)1.6mph).
This performance deficit is most noticeable accelerating up to 80 km/h (50mph) and also on gradients where the vehicle simply runs out of steam. Climbing our set M20 rest hill the Trade turned in the slowest time to date for a diesel van.
There is also a marked flat spot under toad at mid-range speeds, which is apparent in either third or fourth gears. Indeed, changing from fburth to third at around 64km/h (40mph) produces higher revs (and noise) but not much else.
Much of the problem lies with the LD2OE's relatively low output and the Trade's higher than average gross weight of 2.75 tonnes kw directly ' comparable short-wheelbase diesel vans are as heavy.
One answer would be to tit a larger engine. On the Continent the Trade is offered with a 51kW (68hp) 2.8-litre diesel, but, according to Nissan UK fitting this engine would push the van's kerbweight above the all-important 1,525kg breakpoint km: annual DTp testing.
Fitted with the two-litre engine, however, our fully-fuelled unladen Trade with 75kg driver on board still tipped the scales at a hefty Licit/kg, giving a payload of I ,050kg.
CAB COMFORT Driving at motorway speeds soon highlights another drawback to the Trade noise. At 113km/h (70mph), in-cab levels are as high as 91-92 d(B)A, higher even than our previous worst
Above: Unlike some otheriimeard-control vans, the Trade's evine cover is simple to remove anti replace. Daily checks on oil and coolant levels, however, can be made through a _flap in the cover. The brake fluid reservoir is sited behind the drivers seat and care must C's' taken why» topping up to avoid spilling hydraulic fluid on the carpet.
the Mercedes 3071) high-roof van.
The source is a mixture of engine, exhaust and transmisson noise topped off with some body boom for good measure. Not surprisingly, the van soon becomes tiring to drive on long motorway drags.
The Trade's attractively finished driving compartment, however, is one of its better selling points. The practical grey interior finish is livened up by red stripes in the cloth seat covers. Although carpeting is used on the engine hump and wheelarches, a sensible rubber floor covering is fitted in the Cootwells CONTROLS AND INSTRUMENTS By today's standards the Ebro dash is rather old-fashioned although everything is visible. One slightly annoying feature, however, is the speedo marked out primarily in km/h with less distinct mph graduations inside the main sweep. At night this layout was made worse by the poorly lit dial so it was virtually impossible to see mph readings.
All controls are within easy reach. The stubby gear lever on the Trade's standard five-speed gearbox has a welldefined gate and positive feel. The steering is less impressive. It is heavy at slow speeds and rather vague running along the motorway.
With its all-round leaf spring suspension the van has a much harsher ride compared with more modern coilsprung vans. Over heavy bumps it also tends to pitch appreciably around the front axle.
Like all forward-control models, driver access is not the Trade's strongest point a situation not helped by the lack of a grab handle on the A-post. The entry step, too, could also be a little
'deeper for surer footing. Once inside, there is also a distinct lack of leg room which could cause taller drivers a few problems.
The view from the comfortable seats is .first class, however, aided by the ..Trade's slim A-posts and firmly mounted mirrors. These are all the easier to see as there arc no quarterlights to get in the way.
LOAD SPACE
By far the greatest asset of the Trade is its excellent 7.1M3 (254ft3) load space which is achieved in a standard roof bc.xly: The load compartment is certainly robust, and the flat-topped wheel arches allow boxes to be stacked on top of them.
The optional full-height tubular steel load barrier (well worth the extra £75) is certainly strong enough to stop anything falling into the driving area. This is just as well as there are few load lashing points fitted.
Like the Renault Trafic, the Trade. comes with a sliding side loading door as standard, It has a positive latching mechanism which will not come undone on a slope. Its rear doors, unusually . open out only to 90 degrees, when .nearly all its competitors' swing out to a full 180.
By their very design, rear-wheel-drive vans tend to have a fairly high rear platform height. On the Trade,
however, a neat footwell sunk into the load floor keeps the step height down to a comfortable 470mm.
FINISH At first glance the Trade certainly looks attractive, with its two-tone grey and white livery. But on closer inspection the level of finish is not so impressive.
One area for improvement is in its body seams in particular around the wheelarches and on the doors where the stamped metal edges have been welded together and painted, leaving gaps . in the joints where water and dirt could collect and corrosion start.
On our test van a bottom door rubber had also been badly fitted allowing water to be trapped against the inside door skin — another good place for rust to take hold.
Slightly more irritating was the ignition key, which showed a marked reluctance to come out of the lock once inserted. After a week of tugging and twisting it finally broke off, leaving most of the shank firmly stuck in the lock.
Fortunately there was still enough of the key left to turn the ignition and carry on driving. But this is just the kind of niggling fault that loses those all-important secon(1-tinie-around sales.
SUMMARY
Had Nissan UK brought the Ebro Trade, rather than its larger truck and van models into Britain in 1983 it could well have been a greater success. But compared with more modern models the prospects for the Ebro Trade seem less certain.
Matters are not helped by its engine, which is responsible for some of the negative qualities that have already kept many van buyers from switching to. diesel. And like a number of other imported vans its level of finish could be improved.
But despite being rather basic the Trade has a number of good selling points — not least its attractive and practical interior, an excellent load volume and a price that is hard to beat.
UK van buyers, however, are nowadays demanding a lot more from their vehicles with their ever-increasing demand for sophistication. Nissan may well find that the Trade's £5,890 tag is simply not enough to maintain sales. 0 by Brian Weatherley
BRAKE PERFORMANCE
Maximum braking efficiency (total): 67 per cent Front axle: 89 per cent Rear axle: 49 per cent
Park brake held on 33 per cent (1 in 3 downhill.
Front wheels locked during tests track.
WEIGHTS
Kerb weight (inc 75kg driver) Net payload
Total
TIIIININC CIRCLE .eft lock: 11.1)1m between kerbs
12.01m between walls Right lock: 10.84 between kerbs 11.84m between walls