Nissan Primastar Panel Van (2026 - ) review

Two lengths and two roof heights offer several size combinations to choose from, and a Combi version if you need more space for passengers. We’re covering the panel van here (we were loaned an L2H1), but you can have the Primastar in passenger carrying and floor cab flavours too. Interestingly, the Primastar is available with a choice of no side doors, just the one, and two. The rear doors are 50/50 split and can open up to 270 degrees. The load space can be cavernous for a medium van with load volumes ranging from over three to just under nine cubic metres, depending on the size configuration you choose. Load lengths start at 1.9 metres in the shorter L1 versions and top out at 2.9 in the longer L2 versions. The shortest versions can still fit up to three Euro pallets in the back. A load-through bulkhead flap extends the load length in the L1 to just under three metres for longer items, or to just over four metres in the L2s. Payloads range from around 900 to over 1,100 kg in the back, and every Primastar can tow up to 2,500 kg on a braked trailer. While its payloads may not be the highest in the medium van category, it wins us over with its accessibility options and good all-round practicality. The included ply-lining and many lashing points add a nice cherry on top. We’re not big fans of the little card-shaped key fob… while it’s useful that the vehicle locks itself when you walk away, you have to get it out of your pocket and press the buttons to unlock it when you walk back to it. If ever there was an entitled problem to have… this is it.

Spacious and clean, the Primastar’s interior is a nice blend of fabrics, plastics and even a little chrome to set things off. As standard it’s smart enough, but a step up to the top of two trim levels gets chrome surrounding the simple and clear infotainment screen, powerful speakers and gear stick. There’s also ample storage in the doors, the glove box and even a compartment on the top of the dashboard with a lid. The bench seat comes as standard, although the middle passenger will no doubt feel the intrusion of the transmission tunnel into their leg space. It feels way more spacious than some of the other medium vans on the market, and it gets our vote for feeling well designed and sturdy. However, it’s hard to ignore the odd volume controls and track selector wheel hidden behind the steering wheel… they just feel a bit clunky to use. Also, the seats themselves are just a bit too soft and not as supportive as those you find in the Ford Transit Custom. That said, these are minor quibbles and wholly subjective. It’s not the most modern interior, but it makes up for it well.

Depending on the model chosen and its engine power output, expect the Primastar to achieve around 35-40 mpg. That’s definitely what we saw on our test drives around country roads, towns and the motorway. The efficiency of the engines is matched by its competitive pricing, which get even more competitive when broken down on a good finance or lease deal.

The Primastar platform is considered reliable, with only historical clutch and gearbox issues standing out… but these are longer-term issues. The vehicle’s long five-year / 100,000-mile warranty is a standout package, however, putting any concerns to the side against the peace of mind that length of cover offers. Five years is also longer than the most popular lease lengths of three-to-five years and means you can drive one relatively worry free.

The Primastar carries out its duties marvellously, being at once a comfortable van to drive and practical van to load. The cabin is spacious and clean, it’s pleasant to drive, and the load space is practical (even if the payloads in other vans are higher). Performance is always racked against pricing and the Primastar just about nails it.

Even though the manual model we drove only packed the 110 horsepower version of the 2.0-litre diesel engine under its bonnet, we found it to be a responsive vehicle to drive. It handled our test loops through Hemel Hempstead, the bypass to Watford and the M1 with ease. We experienced one loss of traction trying to get away from a traffic light, and we’re still not sure why. We didn’t press on the pedal hard, it wasn’t wet, there was no pressure from a crowd of heckling pedestrians… the wheels just whizzed around a bit and made us feel silly. It quickly composed itself and off we went, but for the life of us we couldn’t decide what caused it. It was the only issue we experienced during our time with it, and did little to taint our time with the Primastar.

Standard safety equipment is generous enough to get the Primastar a four-star Euro NCAP safety rating, with systems like autonomous emergency braking, parking sensors and blind spot warning available. These safety systems are just a few of those available and it's worth checking the specification sheet closely to see if it ticks all your boxes. We like that all models come with an alarm system as standard, it’s not every van that does.

The Acenta trim level is the Primastar’s entry level, with Tekna featuring all the kit. We’d encourage the step up to the top trim to get all the goodies. These include a reversing camera, 17-inch alloy wheels, automatic air con instead of manual, heated door mirrors, LED lighting in the load space, the not-leather steering wheel, cruise control, blind spot warnings and lane departure alerts. There’s little you’d find yourself wanting.

You’ll buy the Nissan Primastar over other medium vans, including the Renault Trafic, because of a combination of its price, excellent warranty, decent practicality and good standard equipment levels. Your search won’t start with the Primastar, but it’s likely to win you over once you get inside one. The cabin is one of the most comfortable on the market, and its driving manners are sound. We remain impressed.