Used Car Focus: Citroën Nemo/fiat Fiorino/peugeot Bipper
If you need a practical vehicle for business use, or even to help make DIY a bit easier, a small van should prove unbeatable. Chris Randall investigates whether this trio have what it takes.
Want a small van? Here’s a choice of super-small vans based on the same platform.
As fellow contributor Craig Cheetham pointed out in the October 2019 issue of CM, buying a used van can make plenty of sense. Whether it’s a spot of DIY or supporting the needs of a small business, it offers unrivalled practicality when it comes to shifting stuff, which brings us to the three small commercials here...
Making their debut at the 2008 Commercial Vehicle Show, the three variants were essentially identical and all were assembled at Fiat’s Tofas plant in Turkey. Affordable and with a ‘cube’ design that maximised carrying capacity despite a modest onroad footprint, it’s no wonder they won plenty of awards from the great and good of the van world.
The French pair remained in production for around ten years while, in heavily revised form, the Fiat is still on sale. But there is also another side to these vehicles.
In 2009 their boxy load areas gained windows and seats, turning them into good-value MPVS in the form of the Citroën Nemo Multispace, Peugeot Bipper Tepee and Fiat Qubo.
The mechanicals remained the same and while there was no hiding their van-based origins – both in appearance and the way they drove – they nonetheless proved popular with those needing an affordable way to shift passengers rather than builders’ rubble. We’re mainly focusing on the commercials here, though, so are they worthy of your cash?
Trim & equipment
These were working vehicles, so there was no need for a mindboggling array of trim levels. Entry-level models boasted powerassisted steering, a simple audio system, ABS and a driver’s airbag as standard. Prices started at around £8000 plus VAT for each model, but for those after something less spartan there was the opportunity to add a few more luxuries – in Peugeot’s case by opting for the S with Plus Pack. That brought the likes of electric windows/mirrors and remote locking, while buyers could also choose from Comfort, Tough or Professional Packs to bolster equipment levels further.
From 2010 Citroën added a range-topping ‘Enterprise’ trim level to the regular X and LX, bringing aircon, an MP3/CD stereo and a trip computer while Trafficmaster satellite navigation and a tracking system were optional from the same year. For 2015 the option of the ‘Grip Control’ system for the Nemo added Intelligent Traction Control that operated up to 18mph along with improved body protection and a higher ride height.
Fiat’s range-topper was the Adventure model, which was similar to the Nemo Enterprise; but the arrival in 2014 of the Fiorino Sportivo meant a sportier edge with side stripes and alloy wheels, along with parking sensors and Fiat’s Blue&me connectivity package. Ultimately, while you couldn’t expect a working vehicle to be lavishly equipped there was enough kit on offer to make life a bit easier, and it makes sense to buy the best-equipped version you can find today.
Also bear in mind that all three offered a variety of bulkhead and cargo door arrangements – 4-, 5- and 6-door versions were offered – so have a think about which best suits your needs.
Transmission
A five-speed manual was the staple offering on all three vans, and with no inherent problems it’s just a case of checking for the usual signs of use and abuse. Whines, rattles and crunching synchromesh are the obvious giveaways and although it’s possible to source a used gearbox for a few hundred pounds you’d be better off returning to the classified ads. Don’t forget to check for a healthy clutch too.
The alternative was an automated manual unit – each manufacturer applying different names to essentially the same thing. Citroën’s Sensodrive transmission was paired with the diesel in late-2008, while Peugeot called its version the 2-Tronic (the first time such a transmission had appeared in a Peugeot commercial). Fiat’s was the Dualogic gearbox, and from 2011 Citroën equipped the Nemo with its updated ‘Electronic Gearbox System’ – a £400 option with automatic and sequential manual modes.
Whether such transmissions proved tempting was a matter of personal choice, but aside from not being the smoothest in operation they can also prove troublesome. A reset/recalibration using diagnostic equipment may remedy jerks or judders, but problems selecting gears can point to issues with clutch or actuators and repairs resulting in a four-figure bill.
Running gear
As a small commercial vehicle designed more than a decade ago it was never going to boast much sophistication beneath the skin, and so it proved. Steering was by power-assisted rack and pinion (the tight, 9.95-metre turning circle proves handy in town), there’s disc/drum braking, and suspension is handled by Macpherson struts up front and a torsion beam at the rear. This simplicity means there’s not a great deal to worry about in terms of problems. Most trouble is likely to be a result of normal wear and tear, and owner neglect.
A few niggling steering problems have been reported – a replacement electric rack is around £800 – while the main suspension issue is worn top strut mounts. At around £60 each, replacement isn’t pricey. Overhauling the brakes is similarly inexpensive and if you
decide to tackle the job yourself , budget £200-250 to replace the discs, pads and shoes.
Other than that, it’s a case of listening out for the rumble of worn rear wheel bearings, and creaks and rattles that point to tired balljoints and bushes. A well-maintained example is capable of providing years of useful service, but a look at the MOT history will help weed out those examples run on a shoestring.
Lastly (and perhaps of minor importance to prospective buyers) neither of the French MPVS were fitted with an ESP stability system at launch, causing the Nemo to roll over during the infamous ‘elk test’; the Esp-equipped Qubo passed.
Body and electrics
These vans were all about providing owners with useful carrying capacity in a compact and affordable package, and it’s fair to say they delivered on that brief. The load area could accommodate a standard Euro pallet and was capable of carrying loads up to 610kg (increased to 660kg from 2011), while folding the front passenger seat allowed a 2.5-metre-long item to be carried.
Rear doors opened to 180°, while different sliding side door options increased practicality further. It’s worth ensuring the latter still operate smoothly on their runners, and the load area will need checking for the usual scrapes and damage picked-up in the course of a hard day’s work. It may also have been fitted with racking or other carrying arrangements, so ensure they are secure and will fit your needs.
On the bodywork, a thorough check of the panels will reveal any damage and subsequent onset of corrosion. Bumpers, lights and mirrors may sport battle scars, but there are lots of used parts online.
As for the driving environment, you’ll not be surprised to hear that plushness was off the menu. Instead, you’ll discover robust plastics and hardy fabric trim that should have resisted the worst most buyers threw at it: any damage will be obvious.
Expect a few rattles and creaks, though, and avoid any examples with an
interior resembling a skip. The electrics don’t appear to be a particular weakness, so just check that everything works – especially electric windows and central locking, and watch for airbag warning lights. Haggle accordingly if anything is on the blink.
With the Multispace, Tepee and Qubo MPVS it’s a matter of finding the bestequipped one you can and ensuring that family use and abuse hasn’t taken its toll on the interior, and checking that seat adjuster mechanisms work okay. They are a practical choice, though, thanks to the square load area and up to 2500 litres of carrying space with the seats removed.
What goes wrong
What matters more than anything is avoiding examples where regular maintenance has long since been considered optional – hard working lives and many thousands of miles will have taken their toll, so a history of proper care is worth paying a premium for.
Unsurprisingly, most of the first owners would have preferred the frugal, torquey diesel engines – so a bit more care is needed if you fancy one today. The HDI units in the Citroën and Peugeot required a fresh cambelt at around 100,000 miles/10 years, though evidence this has been done sooner, along with a new water pump, is good news.
You should also check for a lack of performance and excessive exhaust smoke that points to an ailing turbocharger or leaks in inlet pipework. Fiat’s Multijet diesel features a timing chain instead and premature failure isn’t unknown – lengthy service intervals exacerbate the problem, so an oil and filter change at least every 12,000 miles is advisable. Head gasket leaks and rough running caused by failed injectors and injector seals can also afflict this engine, so give a potential purchase a thorough examination.
Bear in mind also that all of the diesel engines gained DPFS later on and a lifetime of short delivery runs won’t have done them any favours. Incidentally, when Citroën introduced the 1.3 HDI engine it extended the service interval to two years/22,500 miles but added a service indicator that flagged up if an oil and filter change was required sooner; we’d definitely halve those intervals.
The petrol engine is an essentially robust unit. And although it’s not immune from problems – including head gasket failure, overheating and niggling oil leaks – we’d encourage thinking about whether the additional complexity and maintenance expense of a diesel is something you need.
True, the petrol alternative won’t offer the same economy, and the diesel’s extra torque is a boon when carrying a full load, but will that matter for the usage you have planned?
Incidentally, all of the above applies equally to the MPV versions; and while they may have led gentler lives, that maintenance history is still important.