The good and faithful servant
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Mention the word van in conversation and with most people it conjures
up the vision of a sub 3.5-tonne white menace. But in some circles it
means a vehicle capable of carrying a similar
payload to a small truck, which can go virtually anywhere and do it on
the same amount of fuel as your uncle’s Jag runs on.
There are four main players in the 3.5 to 6.5-tonne sector. VW has its LT, Mercedes its Sprinter and Iveco the Daily. The fourth and most recently overhauled model comes from Renault Trucks. The Mascott was given a new lease of life by Renault at the beginning of 2004, which brought much needed improvements to engine options, ride, handling and the interior. The cab was also given a face-lift to bring its appearance in-line with its smaller sibling, the Renault Master.
Unlike its competitors the Mascott is not related to a light van product and with its unique heavy duty chassis – neither Master nor Midlum – underneath it can be truly considered a light truck in terms of design.
The vast majority of vehicles in Mascott’s class are supplied as chassis cabs to take a variety of bodies ranging from tippers to box vans to reefers, but relatively few are factory built as panel vans. Instead of submitting a 6.5-tonne bodied chassis cab – to directly rival a 7.5-tonner’s productivity and performance – for test Renault unusually decided to put forward its factory built 5.5-tonne Mascott panel van.
The quoted maximum payload for the 4130mm-wheelbase Mascott 160.55 panel van is 2804kg – you can squeeze an extra 64kg from the 3630mm wheelbase. Compare this with the payload achievable on most 6.5 and 7.5-tonne box bodies and the Mascott 160.55 panel van is only around 500kg behind.
Half a tonne is half a tonne and if your business is payload critical then this is not the vehicle for you. But as we found, if you can be flexible on payload, but still need a light commercial that can carry some serious weight – and one that is frugal on the all important liquid gold – this van is worth considering.
The Mascott 160.55 is powered by the 3.0-litre in-line four-cylinder engine Renault shares with Nissan. With four valves per cylinder and a variable geometry turbo, the DXi ZD3A604 – as Renault calls it – produces 156hp at 3600rpm. Peak torque of 350Nm is produced between 1500 and 2800rpm and the drive goes through a 280mm single plate clutch and six-speed ZF manual gearbox to a rear differential with a ratio of 3.55 to one.
The suspension set-up is parabolic steel leaf springs with hydraulic dampers and anti-roll bars and braking is provided by a set of vacuum-assisted hydraulic discs all round. ABS is standard.
The truck-type chassis has 160x60x4mm side members that give the chassis good rigidity and stability on the road.
For our test we used a modified version of our normal medium truck distribution test route. Starting around Basingstoke we follow the route along the A339 to Newbury then head south down the A34 before picking up the A31 and A272, bound for Petersfield. From here we head north up the A3 to Hindhead and then begin our final leg along the A287 to Farnham, returning to Fleet services via Aldershot and Farnborough town centres.
The route offers a variety of undulating fast dual carriageway driving, trappy town driving and rolling single carriageway A-roads.
On starting the van we found that the engine vibrated on tick-over under 1000rpm. Once revs increased the vibration disappeared and starting in first gear the van will idle away on the flat. Driving for economy we made use of the torque reserves and kept gear changes within the 1500 to 2800rpm peak torque band. Acceleration was rapid despite the van’s 5.5-tonne load and cruising speed was reached without fuss.
One of the Mascott’s new features is the repositioning of the gear lever onto the dashboard facia. This results in quick changes and is a great improvement on the older model.
Along our route there are two demanding hill climbs. The first is a mile and a half at 12%. We got the van up to 50mph at the start of the climb in sixth gear. As we began the stiff ascent we fully expected to have to down shift but the 3.0-litre engine just kept pulling – despite its tall top gearing – maintaining the speed to the summit. Every vehicle we have driven up the hill so far has needed some driver assistance in the ratios department so we were impressed by the Mascott. On our second hill climb – A3 Liphook to Bramshott – the van again impressed and kept up 60mph in top.
The van has a relatively tall final drive ratio and we found at 40mph that fifth gear was needed to keep the revs above 1100rpm. Under this the engine still pulls but sounds laboured.
On dual carriageways the Mascott is in its element and using the dash-mounted cruise control it will effortlessly sit at 60mph all day. Even on hills when a bit more effort was required to overtake trucks running on the limiter, the Mascott found ample reserves of torque.
Around town the Mascott is easy to drive and despite its 4.1-metre wheelbase, it negotiated the tight streets of Farnham town centre well.
Ride and handling
Being more closely related to a truck than a van, the Mascott has a stiff chassis and a pretty beefy suspension. This is very apparent when driving the vehicle unladen. Even with a full load we got plenty of feedback from the road surface and although this is not uncomfortable it is noticeable and feels very much like the sports suspension on some high performance cars. Which we have to say is an acquired taste.
The upside of this is that the Mascott’s handling is excellent. Even with a high centre of gravity load the van will keep a steady line on the road and steers through bends without faltering.
The steering is positive and needs no effort on the driver’s part. Braking is responsive and gives a progressive and reassuring feel at the pedal.
This is the first panel van we have tested for fuel to this accuracy. Our test van was fitted with a fuel flow metre in the way that heavy trucks are when on test. As a result we were able to record sectional readings.
We have split our route into four sections. Over our town and country section around the Basingstoke ring road and onwards to Newbury along the stiff A339 we were able to legally drive our 5.5-tonner at 50mph. The van returned a point under 23mpg. At an average speed of 59mph on the fast A34 the van returned an impressive 28.3mpg. Even around town from Hindhead to Farnborough the sectional average remained above 20mpg, giving an overall average of 24.3mpg at 5.5 tonnes. This is about 3mpg higher than you would expect from the most economic 7.5-tonner.
As we said in our introduction, this van can carry 2.8 tonnes at high average speeds, making it potentially a very productive vehicle. Compare this van with a 7.5-tonner over 60,000 miles and fuel savings will speak for themselves.
But as we have already said this 5.5-tonne van is about 500kg behind the heavier 7.5-tonners in payload terms and around a tonne behind the Japanese lightweight 7.5-tonners, so its benefits only apply if payload and cube are not critical.
The new Mascott’s cab is well laid out with full unhindered cross-cab access. There is an access step on each side and two good-sized door wing mirrors. Under the bonnet there is easy access to the oil level dipstick, power steering reservoir and windscreen washer bottle.
The cab is protected from the load space by a full steel bulkhead. The new dashboard is modern and well thought out. Instruments are anti glare and as we mentioned the gear lever is on the instrument panel to the left of the steering wheel, with cruise control buttons behind; these are easily reached without the driver moving his left hand far from the wheel.
Storage is provided by under-seat baskets, a glove box with lid, net document holder, door pockets and there is a clipboard for papers and dockets on the dash.
Our test van was fitted with an optional mechanically sprung driver’s seat and the, bench, passenger seat will seat two large people with ease. The driving position is comfortable and despite the bonnet feels well forward. Visibility is good for a van but we found it noisier inside than some we have driven, especially on tick-over.
The load space floor is fairly high for a van – 840mm – but wide rear doors and a sliding side door will allow pallets to be loaded by forklift and there is step access into the load space for hand-loading and unloading. In the load space there are side and floor-mounted load restraint points and the roof height is high enough for most people to stand up in.
One of advantage of buying a van from a truck manufacturer is that you get all the benefits of 24/7 servicing. With 66 dealer points Renault Trucks has good national coverage.
At £32,632 the Mascott panel van costs about £4000 more than your average 7.5-tonne chassis cab. Of course our prices are retail and what is paid in practice may make the vehicle somewhat more affordable. Compared with probably its closest rival – the Ivceco Daily 65C17 at £29,250 – it appears a touch dear, but its customers will ultimately be the judges.
Jumping into most modern panel vans you expect to experience carlike traits as far as ride and handling are concerned. But even in its incarnation as a panel van, the Mascott feels every inch a small truck.
We reckon the suspension is a shade too stiff for this weight of panel van and it is a bit noisy compared with some of its rivals.
Renault has been clever putting this version up for test because it is, first, unusual and worthy of note and second, despite our minor criticisms, it produces the goods.
Fuel economy is good.
Renault Mascott 160.55 panel van for a 5.5-tonne vehicle and its payload productivity puts it into direct competition with some 7.5 tonne offerings from other manufacturers. Handling is excellent and performance – although not Sprinteresque – is more than adequate for a vehicle in this class.
In terms of whole life cost the standard vehicle is priced at £30,930 list, and repairs and maintenance will cost you £2988 a year.
It is always the case with any commercial vehicle of horses for courses and this particular horse has the potential to be a tough, reliable and workman like servant. Thanks to its size, gross weight and manoeuvrability, it can take 2.8 tonnes of cargo quickly to virtually anywhere you need it to go and it will do all this while consuming an average of 25mpg. What more do you want?
SPECIFICATION
Dual carriageway: 20.8 miles
Mixed A-roads: 32.4 miles
Heavy urban: 18.6 miles
Overall: 97.5 miles
Dual carriageway: 47.4mph
Mixed A-roads: 59.4mph
Heavy urban: 27.2mph
Overall: 45.55 mph
Dual carriageway: 28.3mpg
Mixed A-roads: 22.8mpg
Heavy urban: 23.3mpg
Overall: 24.3mpg
R&M contract based on 120,000km per year over five years: Per km - £2.49; Per month - £249; Per year - £2988
Dealer service points 66
Oil filter£16.10; Fuel filter£16.69; Brake pads (axle set)£57.57; Wiper blades (set) £19.25; Headlamp assembly £82.72; Piston and liner £179.00; Gearbox exchange £2083.17; Engine exchange £3818.80
Kerb weight 2696kg (full tank)
Payload 2804kg
Overall productivity 1107 MPGxMPH
Overall payload productivity (tonnes) 3104
GVW as tested 5500kg
There are four main players in the 3.5 to 6.5-tonne sector. VW has its LT, Mercedes its Sprinter and Iveco the Daily. The fourth and most recently overhauled model comes from Renault Trucks. The Mascott was given a new lease of life by Renault at the beginning of 2004, which brought much needed improvements to engine options, ride, handling and the interior. The cab was also given a face-lift to bring its appearance in-line with its smaller sibling, the Renault Master.
Unlike its competitors the Mascott is not related to a light van product and with its unique heavy duty chassis – neither Master nor Midlum – underneath it can be truly considered a light truck in terms of design.
The vast majority of vehicles in Mascott’s class are supplied as chassis cabs to take a variety of bodies ranging from tippers to box vans to reefers, but relatively few are factory built as panel vans. Instead of submitting a 6.5-tonne bodied chassis cab – to directly rival a 7.5-tonner’s productivity and performance – for test Renault unusually decided to put forward its factory built 5.5-tonne Mascott panel van.
The quoted maximum payload for the 4130mm-wheelbase Mascott 160.55 panel van is 2804kg – you can squeeze an extra 64kg from the 3630mm wheelbase. Compare this with the payload achievable on most 6.5 and 7.5-tonne box bodies and the Mascott 160.55 panel van is only around 500kg behind.
Half a tonne is half a tonne and if your business is payload critical then this is not the vehicle for you. But as we found, if you can be flexible on payload, but still need a light commercial that can carry some serious weight – and one that is frugal on the all important liquid gold – this van is worth considering.
Specification
The Mascott 160.55 is powered by the 3.0-litre in-line four-cylinder engine Renault shares with Nissan. With four valves per cylinder and a variable geometry turbo, the DXi ZD3A604 – as Renault calls it – produces 156hp at 3600rpm. Peak torque of 350Nm is produced between 1500 and 2800rpm and the drive goes through a 280mm single plate clutch and six-speed ZF manual gearbox to a rear differential with a ratio of 3.55 to one.
The suspension set-up is parabolic steel leaf springs with hydraulic dampers and anti-roll bars and braking is provided by a set of vacuum-assisted hydraulic discs all round. ABS is standard.
The truck-type chassis has 160x60x4mm side members that give the chassis good rigidity and stability on the road.
Performance
For our test we used a modified version of our normal medium truck distribution test route. Starting around Basingstoke we follow the route along the A339 to Newbury then head south down the A34 before picking up the A31 and A272, bound for Petersfield. From here we head north up the A3 to Hindhead and then begin our final leg along the A287 to Farnham, returning to Fleet services via Aldershot and Farnborough town centres.
The route offers a variety of undulating fast dual carriageway driving, trappy town driving and rolling single carriageway A-roads.
On starting the van we found that the engine vibrated on tick-over under 1000rpm. Once revs increased the vibration disappeared and starting in first gear the van will idle away on the flat. Driving for economy we made use of the torque reserves and kept gear changes within the 1500 to 2800rpm peak torque band. Acceleration was rapid despite the van’s 5.5-tonne load and cruising speed was reached without fuss.
One of the Mascott’s new features is the repositioning of the gear lever onto the dashboard facia. This results in quick changes and is a great improvement on the older model.
Along our route there are two demanding hill climbs. The first is a mile and a half at 12%. We got the van up to 50mph at the start of the climb in sixth gear. As we began the stiff ascent we fully expected to have to down shift but the 3.0-litre engine just kept pulling – despite its tall top gearing – maintaining the speed to the summit. Every vehicle we have driven up the hill so far has needed some driver assistance in the ratios department so we were impressed by the Mascott. On our second hill climb – A3 Liphook to Bramshott – the van again impressed and kept up 60mph in top.
The van has a relatively tall final drive ratio and we found at 40mph that fifth gear was needed to keep the revs above 1100rpm. Under this the engine still pulls but sounds laboured.
On dual carriageways the Mascott is in its element and using the dash-mounted cruise control it will effortlessly sit at 60mph all day. Even on hills when a bit more effort was required to overtake trucks running on the limiter, the Mascott found ample reserves of torque.
Around town the Mascott is easy to drive and despite its 4.1-metre wheelbase, it negotiated the tight streets of Farnham town centre well.
Ride and handling
Being more closely related to a truck than a van, the Mascott has a stiff chassis and a pretty beefy suspension. This is very apparent when driving the vehicle unladen. Even with a full load we got plenty of feedback from the road surface and although this is not uncomfortable it is noticeable and feels very much like the sports suspension on some high performance cars. Which we have to say is an acquired taste.
The upside of this is that the Mascott’s handling is excellent. Even with a high centre of gravity load the van will keep a steady line on the road and steers through bends without faltering.
The steering is positive and needs no effort on the driver’s part. Braking is responsive and gives a progressive and reassuring feel at the pedal.
Fuel and productivity
This is the first panel van we have tested for fuel to this accuracy. Our test van was fitted with a fuel flow metre in the way that heavy trucks are when on test. As a result we were able to record sectional readings.
We have split our route into four sections. Over our town and country section around the Basingstoke ring road and onwards to Newbury along the stiff A339 we were able to legally drive our 5.5-tonner at 50mph. The van returned a point under 23mpg. At an average speed of 59mph on the fast A34 the van returned an impressive 28.3mpg. Even around town from Hindhead to Farnborough the sectional average remained above 20mpg, giving an overall average of 24.3mpg at 5.5 tonnes. This is about 3mpg higher than you would expect from the most economic 7.5-tonner.
As we said in our introduction, this van can carry 2.8 tonnes at high average speeds, making it potentially a very productive vehicle. Compare this van with a 7.5-tonner over 60,000 miles and fuel savings will speak for themselves.
But as we have already said this 5.5-tonne van is about 500kg behind the heavier 7.5-tonners in payload terms and around a tonne behind the Japanese lightweight 7.5-tonners, so its benefits only apply if payload and cube are not critical.
Driver’s view and operation
The new Mascott’s cab is well laid out with full unhindered cross-cab access. There is an access step on each side and two good-sized door wing mirrors. Under the bonnet there is easy access to the oil level dipstick, power steering reservoir and windscreen washer bottle.
The cab is protected from the load space by a full steel bulkhead. The new dashboard is modern and well thought out. Instruments are anti glare and as we mentioned the gear lever is on the instrument panel to the left of the steering wheel, with cruise control buttons behind; these are easily reached without the driver moving his left hand far from the wheel.
Storage is provided by under-seat baskets, a glove box with lid, net document holder, door pockets and there is a clipboard for papers and dockets on the dash.
Our test van was fitted with an optional mechanically sprung driver’s seat and the, bench, passenger seat will seat two large people with ease. The driving position is comfortable and despite the bonnet feels well forward. Visibility is good for a van but we found it noisier inside than some we have driven, especially on tick-over.
The load space floor is fairly high for a van – 840mm – but wide rear doors and a sliding side door will allow pallets to be loaded by forklift and there is step access into the load space for hand-loading and unloading. In the load space there are side and floor-mounted load restraint points and the roof height is high enough for most people to stand up in.
One of advantage of buying a van from a truck manufacturer is that you get all the benefits of 24/7 servicing. With 66 dealer points Renault Trucks has good national coverage.
At £32,632 the Mascott panel van costs about £4000 more than your average 7.5-tonne chassis cab. Of course our prices are retail and what is paid in practice may make the vehicle somewhat more affordable. Compared with probably its closest rival – the Ivceco Daily 65C17 at £29,250 – it appears a touch dear, but its customers will ultimately be the judges.
Roadway says
First impressions really do count and despite Renault’s efforts to refine its Mascott range, the overwhelming impression we formed from the outset is that the Mascott is still the most sturdy workmanlike vehicle in its class.Jumping into most modern panel vans you expect to experience carlike traits as far as ride and handling are concerned. But even in its incarnation as a panel van, the Mascott feels every inch a small truck.
We reckon the suspension is a shade too stiff for this weight of panel van and it is a bit noisy compared with some of its rivals.
Renault has been clever putting this version up for test because it is, first, unusual and worthy of note and second, despite our minor criticisms, it produces the goods.
Fuel economy is good.
Renault Mascott 160.55 panel van for a 5.5-tonne vehicle and its payload productivity puts it into direct competition with some 7.5 tonne offerings from other manufacturers. Handling is excellent and performance – although not Sprinteresque – is more than adequate for a vehicle in this class.
In terms of whole life cost the standard vehicle is priced at £30,930 list, and repairs and maintenance will cost you £2988 a year.
It is always the case with any commercial vehicle of horses for courses and this particular horse has the potential to be a tough, reliable and workman like servant. Thanks to its size, gross weight and manoeuvrability, it can take 2.8 tonnes of cargo quickly to virtually anywhere you need it to go and it will do all this while consuming an average of 25mpg. What more do you want?
SPECIFICATION
MANUFACTURER
Renault Trucks UK, DunstableMODEL
Mascott 160.55 Panel VanENGINE TYPE
DXi ZD3A604CAPACITY/CYLINDERS
3.0-litre 4 cylinder in-line 16 valve – variable geometry turbo-dieselBORE X STROKE
96mm x 102mmPOWER AT RPM
156hp at 3600rpmTORQUE AT RPM
350Nm at 1500 to 2800 rpmFUEL SYSTEM
High pressure direct common rail injectionGEARBOX TYPE
ZF 6s-350 6-speed manualRATIO SPREAD
6.73 to one to oneDRIVE AXLE
P 569 Single reduction hypoidRATIO
3.55 to oneAXLE CAPACITY (Design)
FRONT 2120kg; REAR DRIVE AXLE 3725kgCLUTCH TYPE
280mm single plateSUSPENSION
FRONT Parabolic leaf springs; REAR Parabolic with hydraulic shock absorbers and anti-roll barBRAKES
Vacuum assisted hydraulic discs all round with ABSCHASSIS
Ladder type 160x60x4mm side membersTYRES
Goodyear 205/75 R 16 CargoWHEELBASE
4130mmTOTAL LENGTH
6538mmMAX LOAD LENGTH
4121mmMAX LOAD WIDTH
1677mmMAX LOAD HEIGHT
1951mmGROUND TO FLOOR UNLADEN
840mmLOAD AREA VOLUME
14.2cu-mFLOOR AREA
6.9sq-mSTANDARD VEHICLE LIST PRICE
£30,930EXTRAS
Mechanically suspended drivers seat £163, Extras pack – central locking, electric windows, remote and heated rear view mirrors – £470, Air conditioning £1069.00 includes heavy duty alternatorVEHICLE LIST PRICE AS TESTED
£32,632ROUTE RESULTS
Distance
Town and country: 25.7 milesDual carriageway: 20.8 miles
Mixed A-roads: 32.4 miles
Heavy urban: 18.6 miles
Overall: 97.5 miles
Average speed
Town and country: 48.2mphmpgDual carriageway: 47.4mph
Mixed A-roads: 59.4mph
Heavy urban: 27.2mph
Overall: 45.55 mph
Average fuel consumption
Town and country: 22.9mpgDual carriageway: 28.3mpg
Mixed A-roads: 22.8mpg
Heavy urban: 23.3mpg
Overall: 24.3mpg
MAINTENANCE
R&M contract based on 120,000km per year over five years: Per km - £2.49; Per month - £249; Per year - £2988
Dealer service points 66
PARTS PRICES
Oil filter£16.10; Fuel filter£16.69; Brake pads (axle set)£57.57; Wiper blades (set) £19.25; Headlamp assembly £82.72; Piston and liner £179.00; Gearbox exchange £2083.17; Engine exchange £3818.80
PRODUCTIVITY
Kerb weight 2696kg (full tank)
Payload 2804kg
Overall productivity 1107 MPGxMPH
Overall payload productivity (tonnes) 3104
GVW as tested 5500kg
