2009 NISSAN URVAN
It ain't every day we get asked to test a panel van. No sir. SUVs - right away. Accords, Camrys, Lancers - schedule them please.
A panel van, though, is a bit off the beaten path, don't you think?
It's just so commercial. Bench seats, real cab forward configuration, windy windows and radios with a.m. bands. Not much to thrill here. It is a beast of burden.
However, of the 5,579 cars sold last year, 8.9 per cent were vans. Available with a 3.0-litre diesel engine coupled to a five-speed transmission, Nissan's Urvan develops 103 hp at 3800 rpm and 154 lb ft at 2000 rpm.
The best shape to move stuff about is a box, so our mover did not stray too far from what works.
Urvan is basically a two-box design, with the sheet metal behind the headlights forming a place to put your feet. Actually, it does more than that; it actually forms a crumple zone that dissipates energy in the event of a crash.
Aesthetically, it is a bit jarring - the lines don't flow as smoothly as the lines on its competitor, the Toyota Hiace. But if it actually succeeds at its function, then it is a worthy feature.
Working with long vehicle
At 4695 mm long, Urvan is a virtual clone of the Hiace - it is just 5 mm less wide at 1,690mm and 10 mm higher. Specifications from Toyotajamaica.com say that Hiace has five litres more fuel capacity.
Driving a vehicle so large in the metal necessitates thinking and planning ahead. Right angle corners must be taken wide; U-turns require extra finesse.
But Urvan was able to pull a clean 180 at the intersection of Holborn and Trafalgar roads and headed back towards New Kingston without fear. For a vehicle of this length that's something!
Urvan's clutch and gear box are perfectly weighted. The gearbox is spring loaded for the dog-leg from second to third, and to engage reverse a positive pressure has to be applied to get into the gate.
There is enough space around the steering wheel for the 'operatgirthy', and the front seats are adjustable fore and aft - albeit, by only an inch.
For an engine with only 103 hp, Urvan is surprisingly sprightly, but throttle response is not that great - remember it is a diesel! Those with 'sweet foot' will have to delve deep into the throttle's travel to get what they want to hear.
Good configuratiions
Clutch take-up is exceedingly smooth, and clutch pedal action is very light, almost to the point where it feels boosted. Engagement happens at the bottom half of travel, which means it has a lot of free play. For drivers who like to ride the clutch, having so much travel defeats the purpose of resting your foot on the pedal between shifts. Clutches should last longer in this unit.
Sharp corners are the bane of this body style, as most panel vans have the propensity to unload the inside wheel and roast the tyre as torque is applied. To exacerbate the situation, most vans of this ilk are supplied with open differentials and our Urvan was no different.
Urvan's ride was surprisingly good, seeing that it has little weight to work with - curb weight stands at about 1795 kg.
We drove the half panel van - a van with two sliding doors - and the interior's layout was functional, and included one removable bench in the back.
Urvan can be ordered with up to 15 seats, and also comes with a more powerful 2.5-litre gas engine.
There are no ergonomical surprises as the controls are where you would expect them to be, with thought put into the size and placement of storage spaces that everybody seems to demand nowadays.
This half-panel option could serve as an alternative to expensive SUVs (but such a config couldn't be recommended for off road excursions).
Value buy
What really brings value to this Nissan platform is price. On sale, the Toyota Hiace panel van (no rear passenger seats) sells for $2,732,487.
A comparable Urvan goes out the door for $2,427,000. Three hundred large can certainly buy a lot of bun and cheese!