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Though sales are holding up nicely, that hasn’t stopped Vauxhall from constantly updating their Movano. Steve Walker reports
In the Movano, Vauxhall have a vehicle that can do battle with the big guns in the large panel van arena. It was already well-placed to do so, with encouraging sales figures and a strong following amongst business users, but the latest round of tweaks and adjustments look to have progressed its chances a stage further. The question is whether, or not, buyers will be drawn to Vauxhall’s offering at the expense of the other contenders in what is an extremely closely-fought market sector.
To the casual observer, the current Movano won’t look massively different to its immediate predecessor. What changes there are have been are under the bonnet. Vauxhall’s seriously big van now has a Euro IV-compatible entry-level 2.5-litre CDTi diesel unit with 100PS, while the 115PS engine has been replaced by a Euro IV 120PS unit. The old Range-topper, a 3.0-litre CDTi with 136PS, has been replaced by a further development of the 2.5-litre engine, but this time developing 145PS and 320Nm of torque. A further option is that of the Techshift semi-automatic gearbox which can be used as a conventional auto box or as a manual.
Like the more compact Vivaro, the Movano is a product of Vauxhall’s close liaison with Renault and so it shares the vast majority of its characteristics with the French manufacturer’s Master panel van (as its smaller sibling does with the Traffic). Nissan are also in on the act by virtue of their links to Renault and their version is christened Interstar. Were it not for the obvious corporate branding, anyone but the most committed commercial vehicle anorak would be hard pushed to tell the trio apart - although recent facelifts to all three have helped in this respect. This similarity is no bad thing, though, especially in view of the abundant platform-sharing antics that go on throughout the LCV market and particularly in the panel van sector – everybody’s at it.
A brisk stroll around the Movano’s extremities will reveal unremarkable styling at every turn. The slightly bland effect might make you wonder why the Vauxhall/Renault partnership couldn’t rekindle some of the design flare that made the Vivaro/Traffic such a striking visual proposition. That said, there’s nothing actually wrong with the Movano’s looks, it just goes along with the tried and tested big van formula favoured by almost all its competitors. This mediocre body can be ordered in short, medium and long wheelbase forms in combination with standard, high and maxi roof heights. Beyond that, there are chassis cab and crew cab options, a Luton van, a dropside pick-up and a 12 or 15-seater minibus. In fact, if you cut to the chase by simply saying that there’s something for everyone, you wouldn’t be far wrong.
The Movano’s engines all are advanced ‘common rail’ turbo diesels. There is no petrol option and this might seem stRange at first glance but Vauxhall could have the last laugh. Many manufacturers who set out their stall in the panel van market offer a token petrol engine as part of their Range. Invariably, this accounts for a tiny percentage of sales as most buyers prefer the powerful, economical diesels anyway. People who do choose good old unleaded are usually taking the minibus option where the perceived greater refinement of a petrol unit is often more highly prized. The oil-burning powerplants offered should fulfil the needs of the vast majority of fleet and business buyers.
On the road, the Movano is surprisingly manoeuvrable with a tight turning circle and good forward visibility. The rear doors are unglazed, unless you shell-out for some windows, so reversing can be an awkward head-out-the-window job but standard power steering helps here. The controls are easy to locate and operate with a general feel of solidity common around the cab – you get the impression that the fixtures and fittings wouldn’t fold under the pressure of sustained everyday us
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