Vauxhall Movano review

Introduction

Think of the Vauxhall Movano as being like a pack mule. It's not the most glamorous horse in the large-van stable, but it’s proved time and again that it’s got the grunt and girth to haul your cargo to where it needs to be.

It’s also recently been treated to a refresh, which feels fast given that the pre-facelift Movano has only been on sale since 2021. Still, three closely related Stellantis large vans – the Citroën Relay, Fiat Ducato and Peugeot Boxer – have been updated recently so the timing makes sense.

The changes are aimed at keeping the Movano looking showroom fresh for another few years. To that end, it gets a new-look nose, an upgraded interior, a raft of new driver and assistance technology, and a different 2.2-litre diesel engine.

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As for how much it can haul around, that hasn’t changed, but the pre-facelift van was already one of the most generous around.

But as well as other Stellantis vans, the Vauxhall Movano is competing with the impressive Ford Transit, Renault Master and Volkswagen Crafter. So are its updates enough to catapult it to the top of the large van class? Let's find out…

Read more: How we test vans

Overview

The Vauxhall Movano is an attractively priced and capable workhorse, but no amount of refreshing can hide the ageing architecture, with ground-up new models like the Renault Master showing what can be done without cranking up the price tag. Nobody will feel hard done by if handed the keys to a new Movano, but there are better options elsewhere.

Pros

• Good value
• Cargo volumes are competitive
• Vastly improved interior is reasonably modern

Cons

• Terrible infotainment system
• Lack of engine options
• Payload limits dropping behind newer rivals

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Performance & drive

What it's like to drive, and how quiet it is

The Vauxhall Movano's underpinnings are getting on for two decades old so you can’t expect the most modern handling and ride quality.

That said, light steering makes it easy to swing around in tight places. The 12.6m turning circle for the shortest version is noticeably wider than for the equivalent Ford Transit (11.9m) but on par with the rest of the market, including our Van of the Year, the Renault Master.

That light steering is very useful around town but the lack of resistance makes the Movano feel a bit nervous on motorways, where the slightest movement from the driver can send it meandering around a lane.

Ride quality is adequate at best. Running with 400kg in the back, the suspension felt reasonably well sorted, but while longer bumps and undulations were well damped, plenty of potholes and surface cracks crashed their way through to the cab. It’s not bad enough to entirely put you off, but the Transit, the Mercedes Sprinter and the Renault Master are much better.

Gone is the 2.2-litre diesel engine – replaced by a different 2.2-litre diesel. It's a Fiat-developed unit and is pretty good. Power is limited to 138bhp unless you want to venture beyond a 3.5-tonne limit, at which point Vauxhall will sell you a model with 177bhp.

There’s a choice of a six-speed manual gearbox or an eight-speed automatic, although the 177bhp engine is only available with the automatic.

The six-speed manual offers smooth changes up and down the range, but the automatic Movano is an easier large van to drive. It’s rare to catch out the auto box and be left waiting for a gear, but there’s a significant step up in price for the convenience of a self-shifter.

There’s also a hit on fuel economy, averaging around a 10% drop on the official figures. Vauxhall says the L3H2 model we’ve driven will return 44mpg under WLTP testing conditions, dropping to 40.6mpg with the automatic gearbox.

Sticking with one power output for most versions means the Movano has to be the master of both urban last-mile deliveries and high-mileage motorway runs, rather than having an engine to suit specific business needs.

Happily, with 258lb-ft of torque and a lightweight body, performance is up to scratch, with our part-loaded van not suffering any significant slow down. Put a tonne or so of cargo in the back, though, and that might change.

The Movano’s diesel engine isn’t the last word in refinement, and can sound rather droney on the motorway.

Of course, you might decide that you’re ready to try an electric van. If that's the case, take a look at our Vauxhall Movano Electric review.

“It’s not a game changer, but I find that the ‘new’ diesel engine transforms the Movano from a large van also-ran to something that’s just about competitive.” – Phil Huff, Van Reviewer

Interior

The interior layout, fit and finish

The Vauxhall Movano's dashboard and cab have been significantly overhauled. The result doesn’t exactly bring it up to most modern standards of the large van class but no driver will feel they’re being mistreated.

There’s a new dashboard with a reasonably modern fascia, a new steering wheel and an infotainment touchscreen (either 5in or 10in). It’s not as up-to-date as the interior of the Ford Transit or Renault Master but it’s so far ahead of what went before that it feels like an entirely new van.

If you want the 10in touchscreen shown in Vauxhall’s Movano marketing material, you'll need to find another £1500 or so. For that you also get TomTom navigation, Android Auto and Apple CarPlay, a wireless phone-charger and a digital driver's display.

The tiny 5in touchscreen you get if you don't upgrade feels a bit out of place in the Movano’s overhauled interior. Its features are limited to DAB radio, Bluetooth and USB connectivity – and even when using the rear-view camera, it’s difficult to see much detail because of the low resolution.

The upside of eschewing a digital-first policy is that there are physical controls for almost everything, with chunky knobs and sizeable buttons to press, making operation while driving easier and safer.

The Movano's passenger seat is a two-person bench seat. The driver gets lots of adjustment, including for lumbar support, and an armrest, and everyone gets plenty of room, even when three people are on board. Even the middle passenger is well catered for, because the gear lever is mounted on the dashboard and doesn’t protrude at all.

There’s plenty of storage, with 10 hiding places for your daily detritus, including a huge glovebox, a document clip, lidded compartments on the dashboard and an overhead shelf if you opt for the taller models.

In terms of usability, we’d prefer better access to the few drinks holders which are included on the Movano. To get to most, you need to contort your body to reach down towards the floor or into the door bins, and that means taking your eyes off the road.

“The Movano's standard 5in infotainment screen doesn't seem worth the bother. I think Vauxhall would have been better off doing without a screen and just giving you a mount for your smartphone.” – Phil Huff, Van Reviewer

Passenger & boot space

How it copes with people and clutter

Three body lengths and three body heights are available for the Vauxhall Movano but not every combination can be specified on every van.

The shortest L2 panel van can be had with H1 and H2 roofs, while the longer L3 and L4 models get the choice of the H2 or H3 roof. The difference is quite significant, with cargo volume ranging from 10m3 to 17m3.

The Renault Master beats that at the smaller end of the range, but as you move up, the Movano takes the advantage. The UK’s best-selling large van – the Ford Transit – maxes out at 15.1m3, while the value-priced Maxus Deliver 9 reaches just 12.9m3.

The devil is in the details though. On paper, the Movano can also carry more volume than a Mercedes Sprinter but the that will take a longer load – 4410mm compared to the Vauxhall’s maximum of 3920mm on the longest vans – so be aware that it’s not all about total volume.

There’s no doubting the Movano’s payload capabilities. At a maximum of 1500kg, depending on spec, it beats the best the Transit (1472kg) and Sprinter can offer (1200kg) but can’t get close to the Master’s maximum of 1971kg.

The Movano and its large van rivals all offer variants that go beyond the 3.5 tonnes maximum gross weight that drivers with a regular category B driving licence (the general car licence) can drive. That might suit some businesses.

They offer greater payload limits but need most drivers to take extra qualifications, and bring with them HGV-like operating responsibilities and requirements. The Movano goes as far as 4.25 tonnes, with a 2,030kg payload — only 59kg ahead of the Master at 3.5 tonnes.

The cargo bay is accessed through twin rear doors that swing open to 180 degrees, and a sliding side door on the passenger side of the van. The options list allows you to add a second sliding door and rear doors that fold all the way round the side of the van.

“Nothing’s changed in the back of the Vauxhall Movano since 2006, but I don't think that’s a bad thing. While not the best in class, the Movano is still a competitive load-lugger.” – Phil Huff, Van Reviewer

Buying & owning

Everyday costs, plus how reliable and safe it is

With Stellantis selling the Vauxhall Movano for so long (alongside the near-identical Citroën Relay, Fiat Ducato and Peugeot Boxer), development costs have long since been amortised. While not all the savings from that have been passed on, the Movano is good value for money, and undercuts its most obvious large van rivals.

On a broadly like-for-like basis, it's £1000 cheaper than a Renault Master, £10,000 cheaper than a Ford Transit, and a whopping £16,000 cheaper than a Mercedes Sprinter. The Maxus Deliver 9 is the cheapest of them all, saving around £4000 against the Movano.

There's only one trim available, called Prime, and it comes with all the essentials, from air-conditioning and cruise control to a rear-view camera and rear parking sensors. You can add options, including the better 10in infotainment touchscreen (which we suggest you do option).

If you’re tempted by the potentially lower running costs of an electric van, the unimaginatively named Vauxhall Movano Electric adds about £17,000 to the price tag, although it’s eligible for the Government’s plug-in van grant.

Every Movano is backed by a three-year, 100,000-mile warranty, as are its Stellantis stablemates. Ford is less confident about its Transit, covering it for just 60,000 miles, while Mercedes doesn’t put a maximum mileage limit on its three-year cover. Maxus is rather more generous with its Deliver 9 van, including five years or 100,000 miles of cover.

There's one stand-out alternative. The Toyota Proace Max is built by Stellantis and licensed to Toyota and is, in all important areas, identical to the Movano.

Toyota will charge you an extra £3000 or so but will include the 10in touchscreen and other extras, and back the van for up to 10 years or 100,000 miles. To get such a long warranty you need to meet some servicing conditions but they're not too onerous. It's worth considering if you intend to keep your van beyond a typical three-year lease.

“I think the Vauxhall Movano needs a price cut if it’s going to attract buyers away from the likes of the excellent Renault Master. It can no longer match newer model.” – Phil Huff, Van Reviewer

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