New Vauxhall Movano review

The current Vauxhall Movano has only been on sale since 2021, so its recent refresh feels rather quick. However, the basics of this large van model have been on sale in one form or another (notably wearing Citroën Relay and Peugeot Boxer badges) since 2006.

Vauxhall’s overseers at Stellantis have invested in keeping the Movano going for a few more years yet. To that end, it has a new nose with a version of the gloss black vizor seen on Vauxhall car models, a new interior, improved safety tech and a new 2.2-litre diesel engine. The rest hasn’t seen much change, but that means the Movano retains its impressive load volume and competitive payload limits.

While the Vauxhall Movano isn't the most modern large van, there was little wrong with the basics in the first place. So as it enters its 19th year, can it compete with capable rivals including the Ford Transit, the Renault Master and the VW Crafter? Read on to find out...

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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.

The lack of resistance does make the Movano a little nervous at speed, 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. This is a Fiat-developed unit, and it’s 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 higher-power model is only available with auto transmission. The auto is an easier large van to drive, and it’s rare to catch the gearbox out 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 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.

To read about the all-electric version see our Vauxhall Movano Electric review.

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

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. 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.

The standard touchscreen is disappointing. At 5in, it’s smaller than most mobile phones and offers little more than DAB radio, and Bluetooth and USB connectivity.

If you want the large and pleasant 10in screen shown in Vauxhall’s Movano marketing material, you'll need to find another £1,500 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 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, as 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.

“The Movano's small standard infotainment screen doesn't seem worth the bother. I think Vauxhall would have been better off just including a well-integrated smartphone mount.” – Phil Huff, Van Reviewer

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 – 4,410mm compared to the Vauxhall’s maximum of 3,920mm 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 1,500kg, depending on spec, it beats the best the Transit (1,472kg) and Sprinter can offer (1,200kg) but can’t get close to the Master’s maximum of 1,971kg.

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, which might be suitable for 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

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 £1,000 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 £4,000 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 larger and better infotainment touchscreen.

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 that’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 £3,000 or so but will include the 10in infotainment screen and some other extra equipment, and back the van with a 10-year or 100,000-mile warranty. There are some clauses and catches, but nothing too onerous, and 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 the newer model’s capabilities.” – Phil Huff, Van Reviewer

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