Nissan Interstar F35 L3 Diesel 2.0 DCI 170PS Acenta D/Cab Chassis CAB Auto

Ten Second Review

Nissan re-invents its largest van, the Interstar, for a new era. It now has a sharper look, a totally redesigned cabin and a completely new level of media connectivity and drive assist features. The diesel engines are more familiar, but they're now joined by a full-EV version.

Background

You might be forgiven for not even knowing that Nissan made a really large van. Partly because the last generation version of the model it sold couldn't decide over its lifetime whether it wanted to be called 'NV400' or 'Interstar'. It's 'Interstar' now and, like all other Nissan LCVs, is Renault-based, in this case created around the engineering of the fourth generation Renault Master. Which means it's a cutting-edge commercial product based around a platform that can accommodate three power sources - diesel, electric and hydrogen. Whatever your choice of variant, Nissan claims it will be able to go further, carry more and cost less than its predecessor. Well, cost less to run anyway. The Japanese brand reckons it's 'the ultimate ally for essential businesses that keep society running', but every large LCV in the segment claims to be that. Why might your company want this one? Let's take a closer look.

Driving Experience

This new-era Interstar's diesel engine options are basically carried over from the previous model. So you get the brand's usual diesel Blue dCi unit, available with 105, 130 or 170hp. It's bolted though, to a completely new 'Multi-Energy' platform that's also been engineered for two other kinds of drivetrain. One of these - a hydrogen engine and fuel cell set-up - won't be seen until later in this LCV's production run. The other though, the full-EV powerplant used in the Interstar-e, is available right now. This uses a 105kW motor delivering 300Nm of torque and energised by an 87kWh battery capable of taking Nissan's first large segment EV van up to 286 miles between charges. There's additionally a smaller-battery 40kWh version with a range of 124 miles. Nissan's also worked hard on a novel new power-assisted 'one-box' dynamic braking control system that keeps braking effectiveness and pedal feel the same, regardless of how much weight the van is carrying. It also triggers the automatic emergency braking system sooner (response time has been halved over the old model) and enhances regeneration, extending the range of the electric versions. And, as you'd expect from an all-new design, the portfolio of camera and radar driver assistance and safety features has been widened. An improved array of Advanced Driver Assistance technologies is included as standard, such as Lane Keep Assist and Lane Departure Warning, Intelligent Speed Assistance, Intelligent Emergency Braking with cyclist and pedestrian detection and Side Wind Assist. The shorter wheelbase and redesigned front axle provide for extra manoeuvrability, including a 1.5-metre-shorter turning diameter. Customers can choose an L3 version for the city driving (L2 is the base vehicle, L3 is available with front wheel and rear-wheel drive and L4 has rear-wheel drive).

Design and Build

Nissan, who crafted the look of this new generation Interstar at its design centre in London, says it was going for exterior styling 'that exudes the feeling of a full-sized truck'. You're going to have to like that; the assertive front grille certainly gives this van a commanding look, with square lamp units and the Interstar name across the nose. The boxy grille incorporates sharp LED daytime running lights, plus aerodynamics have been optimised with a raked windscreen and a flat floor. The result is a Cd factor 20% sleeker than the previous model. Inside, thankfully it doesn't feel much like a truck, though the steering wheel is more vertical than before. The sculpted dashboard features a 10.1-inch touchscreen angled towards the driver to make it easier to read and use. There are two large cup holders, large overhead shelves, ten open storage areas, plus another three closed areas that together offer nearly 80-litres of stowage space, including a multi-purpose central seatback workspace unit and a large under-seat storage box. Around 135-litres of cubby space is available around the interior. There's the usual three-seat cabin bench, with harder-wearing upholstery and the option of heated seats. With the bench format, the back of the middle seat folds down into a desk, while the base houses a slot to store a laptop and there are USB-C ports to power devices. If you go for the EV version or a high-spec diesel variant, you get a 7-inch instrument screen.

Market and Model

Interstar asking prices from launch were pitched from just over £33,000 excluding VAT. There's a choice between two body lengths and two roof heights; and three versions of the Blue dCi diesel engine, the '130', the '150' or the '170'; the latter two can be had with auto transmission. If you'd prefer the Interstar-e electric version, ex-VAT prices start at from just over £42,000, before you factor in the £5,000 Plug-in Van Grant. There's a choice between two trim levels - 'Acenta' and 'Tekna'. 'Acenta' is designed to meet customers' everyday needs and includes manual air-conditioning, while 'Tekna' adds a raft of useful upgrades for a price uplift of £1,200 + VAT. These include automatic air conditioning, a heated windscreen, a rear-view camera, front parking sensors and flank protection, 270-degree opening rear doors, a 12V plug in the loading area, an additional 10 anchorage fixing rings on the C & D-pillars, full wheel covers and lumbar adjustment on the driver seat.  There are 20 panel van derivatives. And a further 20 derivatives available across the chassis cab and platform cab ranges that offer a basis for conversion, where workshops can handle several alterations directly (adding tippers, deepening interiors, adding volume, etc.). You'll be able to equip your Interstar-e with Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) capabilities. These include charging other devices from an outlet in the interior or load area, as well as adaptors to plug power tools, computers and other devices into charger outlets. You can also power custom-built body parts (refrigerated compartments, automatic tailgates, extra heating or air-conditioning systems, etc.) directly from the battery. That EV version will also be able to feed energy from its battery to the grid (V2G) using a bi-directional charger.

Practicalities and Costs

Interstar panel van load capacities range from 11 to 22 cubic metres, with a 40mm wider opening at the sliding side door and 100mm longer load areas - the longest in the category. This MK2 model's greater payload capacity, length, width and volume should grow its market share. As for running costs, well, Nissan says it's worked hard in this area. The diesel versions are said to consume substantially less fuel (1.5 litres less per 100km on average) and emit less CO2 (39 grams less per km, below 200g/km). Depending on the version, the engines can be paired to a 6-speed manual gearbox or a highly efficient new 9-speed automatic gearbox. The Interstar-e electric version's 87kWh battery provides a WLTP range of more than 286 miles (it's 124 miles for the 40kWh version). And both EV variants have class-leading payload capacity (1,625kg) and towing capability (2.5 tonnes). Its consumption remains reasonable, at a WLTP standardised 21 kWh/100km, thanks to the battery heat management system. A 130kW DC fast charge adds 157 miles of range in just 30 minutes. A 22kW AC home charger tops up the battery from 10% to 100% in just under four hours. As usual with a Nissan van, a 5 year/100,000 mile warranty is provided (two years more than the equivalent Renault Master), with no mileage limit for the first two years and roadside assistance for the entire duration. You also get a 3 year paintwork guarantee and a 12 year anti-corrosion warranty.

Summary

From being segment also-ran, the Interstar in this form transforms itself into a large van contender businesses shouldn't ignore. Obviously, being able to offer a full-EV option for the first time will be key for this Nissan's prospects, but the diesel versions too are now more credible alternatives to the usual class choices. As before, it's certainly true that all the same design and engineering can be yours in this model's Renault Master clone. But if the deal on offer and the convenience of your local Nissan franchise swings you this Interstar's way, there's lots to like here. As expected, the diesel engine line-up is much the same as with this Nissan's predecessor, but it would have been nice to see a PHEV option for those undecided about the switch to electric. If you are going the full-EV route, the Interstar-e's decently sized 87kWh battery delivers a very usable proposition. Like its Renault cousin, to look at and to sit in, this Nissan now feels like an LCV product of this century's third decade rather than its second. And the result is a thoroughly rejuvenated product. It'll be interesting to see how the market takes to it.