Citroen Berlingo vs LDV G10

What's the difference?

Given Citroen’s proud heritage of innovation, the Berlingo has a few unique and quirky features, but is overall quite conventional in its design and performance (though in a well thought-out and practical package).

With sub-$20K run-out pricing, it should have plenty of appeal for commercial customers, as it costs much less than its major rivals yet offers a superior payload.

The LDV G10 is a solid option for those buyers who just want a van that gets the job done. It was decent with weight on board, but is probably better suited to parcel carriers rather than pallet shifters.

Safety levels are the biggest concern, as it is falling behind in the class when it comes to active safety tech, and its weak crash test score could be enough to rule it out for some customers. 

The smallest Berlingo rides on a front-wheel-drive, 2728mm wheelbase with an overall length of 4380mm and width of 1810mm. Compared to the Caddy, the Berlingo is 46mm longer in wheelbase, 28mm shorter and 37mm wider.

Suspension features MacPherson struts up front and a tidy trailing arm arrangement at the rear, which is well designed for carrying heavy loads. Steering is via power-assisted rack and pinion and four-wheel disc brakes provide reassuringly strong braking. The turning circle is a compact 11.0 metres.

The cabin and cargo bay are separated by a removable grey vinyl screen, with a large clear section in the upper half to allow rear vision for the driver. Citroen says this screen is primarily to reduce air-conditioning requirements, which in turn reduces the A/C load on the engine to optimise performance and fuel economy. 

It’s also claimed to (slightly) reduce noise intrusion from the cargo bay, which is mostly caused by tyre roar through the rear wheel arches. However, Citroen has taken a commendable step in trying to muffle these noise paths by surrounding each wheel arch with large plastic mouldings which are claimed to contain sound-absorbing material.

Glazed rear barn doors with wiper/washer and 180-degree opening, plus solid sliding side doors, are standard issue. The barn doors also feature an asymmetrical design (one wide, one narrow) to off-set the centre pillars and reduce the large blind spot they create in the rear-view mirror. 

The cabin layout is simple and functional with decent-sized door mirrors, although the kerb side would benefit from a wide-angle lens due to a big blind spot for the driver created by the solid side door. The fold-down inboard arm-rest is a nice touch and the cabin is quite spacious, although tall drivers will find the left footrest too high for a comfortable leg position.

The more you see LDV G10 vans, the more regular they look. Familiarity breeds ignorance, I guess, but I still think the G10 looks smart. 

It isn’t quite as boxy as some, with its sleeker front-end styling and almost sedan-like tail-lights helping it stand out from the ‘box-on-wheels’ stigma. It gets 16-inch alloy wheels as standard, and has halogen headlights and misses out on daytime running lights.

But it still is a box on wheels, measuring 5168mm long (on a 3198mm wheelbase), 1980mm wide and 1928mm tall. That makes it a darn sight smaller than the new HiAce, which stepped up significantly in size, and about on par with a Renault Trafic SWB or Ford Transit Custom 300S SWB. 

The perceived build quality is mostly okay, though our test car had a few loose plastics on the outside and a seemingly mis-fit windshield rubber.

The Berlingo’s 1433kg kerb weight and 2150kg GVM would normally result in a 717kg payload. However, Citroen’s official payload figure is 133kg higher, at a class-leading 850kg, because PSA calculates kerb weights differently to the norm (typically French). So, 75kg of that can be carried on the roof when shared across three racks with the mounting points provided.

Its robust 3250kg GCM allows up to 1100kg of braked trailer to be towed without any reduction in payload. Citroen states that this GCM applies up to a maximum altitude of 1000 metres above sea level, with a 10 per cent reduction for each additional 1000 metres. So keep those stats in mind if you’re heading for Mount Kosciuszko.

The cargo bay, which offers 3.3 cubic metres of load volume (or 3.7 with passenger sear folded), has a floor length of 1800mm and a roomy 1229mm between the wheel arches. This means it can carry one 1160mm-square standard Aussie pallet, easily loaded with a forklift through the rear barn doors and held in place by six tie-down points. There’s also internal lighting, a 12-volt outlet and sturdy ladder-frame cargo barrier behind the driver. Nothing for the passenger, though.

Cabin storage options include two pockets and a combined cup/bottle holder in each door. There’s also a large lidded compartment and two open bins set into the dash-top, two circular storage slots in the centre display plus two smaller pockets below and beside the gearstick; the latter a slim-line 'holster' complete with USB port.

The single glovebox has two-tier storage, and there’s a full-width cabin shelf overhead. The centre console, which is a module that can be unlocked and removed if you want floor space between the seats, has a cup holder at the front, a big internal storage area with sliding lid in the centre and two cup/small bottle holders at the rear. There’s also lots of vacant space for additional storage under both seats.

Those dimensions translate to a cargo space of 5.2 cubic metres, with a load space spanning 2500mm long, 1590mm wide (1270mm between the arches) and 1270mm tall. That mightn’t be big enough for you, and that’s too bad - there is no high roof version, nor a long-wheelbase model; but you could get an LDV V80 if you really need to step up in size… but we wouldn’t suggest you do that.

The payload for this model is 1010kg, which is decent but not benchmark-setting. It has a gross vehicle mass of 3000kg, meaning a kerb weight of 1990kg. The gross combination mass depends on the model: the GCM for diesel models is 5000kg for a braked trailer, while petrol models have a GCM of 4750kg for a braked trailer (auto) and 4500kg (manual). All models have a GCM of 3750kg for unbraked trailers.

The petrol versions have 1093kg of payload, if you prefer that fuel type. Interestingly, the manual versions have leaf spring rear suspension, while the auto models have coil springs as part of a five-link suspension architecture.

The load area has a six floor-mounted and four wall-mounted tie-down hooks, and the floor is lined with a vinyl covering while up to half-height the inner walls are lined, too. There are four lights mounted on the walls, which is handy for after-hours work.

And every LDV G10 comes with dual sliding side doors (some brands charge thousands more for this convenience), while the back door is a tailgate as standard, with the option of barn doors for diesel models.

For those who need to fork loads in, the barn doors are a no brainer, because the side door apertures (at 820mm wide) aren’t broad enough to load in using a lift. The tailgate also makes it very difficult to load weight in, as we found on test, as our mates at Crown Lifts had to use long tines to fork in our 750kg ballast.

When it comes to creature comforts up front, there is a pair of low-mounted pop-out cupholders, and an open storage area between the seats. There isn’t much covered storage, so if you often carry valuables, you may need to keep that in mind. 

The seats are comfortable and offer good adjustment, and they’ve been changed since the diesel auto model launched. They’re no longer a cheap-feeling fabric, but rather a faux-leather accented, mesh-lined set of seats, and both have armrests. Nice.

The presentation is okay, but the ergonomics could be better. The touchscreen is mounted down lower than most, and means you may need to take your eyes away from the road because the controls are down even lower. And the USB? Near the floor.

That screen is still a 7.0-inch display, but now has the same software system as the newer models in the LDV range. That means a nice crisp colourful display with the added advantage of Apple CarPlay… if you can get it to work. We had a few issues when reconnecting a phone without re-starting the car. 

If you’re buying an LDV G10, it’s because of the price. The cost of the diesel automatic model we’ve got is usually $32,490 drive-away for ABN holders, but there are promotions running listing it at $29,990 drive-away for ABN holders at the time of writing. If you’re not an ABN holder, just get one, because you’ll save heaps (the G10 diesel auto is $34,147 drive-away for non-ABN holders).

You can get other vans for around this money - the Renault Trafic Trader Life manual, with its gutless 66kW turbo-diesel engine, is $30,990 d/a. But you won’t find a diesel Hyundai iLoad, Peugeot Partner or Toyota HiAce within $10,000 of the LDV.

As for standard spec, you get 16-inch alloy wheels, tyre pressure monitoring, climate control air-conditioning, a 7.0-inch touchscreen with USB connectivity, Apple CarPlay, Bluetooth phone and audio streaming, CD player and AM/FM radio, a digital speedometer, two part fake-leather seats with arm-rests (driver’s side with height adjust), carpet flooring up front, and vinyl floor protective liner in the rear, and a reversing camera. 

Standard body fit out is dual sliding side doors and a lift tailgate, though you can get barn doors fitted on diesel models. Unlike some competitors, there is no option for glazing in the rear doors or side panels. 

There are also no auto headlights, no auto wipers, push-button start, keyless entry, leather-lined steering wheel, reach adjustment for the steering, and there’s quite a bit missing in the safety section of this review - see below.

The Euro 6-compliant 1.6-litre multi-point fuel-injected four-cylinder petrol engine is conspicuously rev-happy for a commercial vehicle, as evidenced by its tachometer which displays rpm increments all the way up to 7000rpm - with no redline.

The needle has to reach 6000rpm to access the engine’s relatively modest maximum power of 72kW (less than Kangoo/Caddy, which are both turbos), with peak torque of 152Nm (also less) at a relatively high 3500rpm. It also requires 95-octane fuel.

The five-speed manual gearbox has useful spread of ratios for both city/suburban delivery work and load hauling on the highway.

Under the bonnet of the diesel G10 is a 1.9-litre four-cylinder turbo-diesel with 106kW of power and 350Nm of torque. There’s the choice of a six-speed manual or six-speed automatic, and the G10 is rear-wheel drive. It has a diesel particulate filter, but not stop-start or AdBlue.

Prefer petrol? There’s a 2.4-litre five-speed manual model (105kW/200Nm) or a 2.0-litre turbocharged six-speed auto (165kW/330Nm). Those models are cheaper - $25,990 for the manual for ABN holders, while the turbo-petrol auto is $30,990 d/a. 

Our Berlingo achieved a combined figure of 7.2L/100km over a distance of 422km on a variety of roads and with different loads, including near-maximum GVM. Impressively, that was line-ball with the official combined figure of 7.1. With its 60-litre tank, you could expect a realistic driving range of 580-600km.

The combined cycle fuel use claim for the LDV G10 diesel auto is 8.6 litres per 100 kilometres. The manual version uses 8.3L/100km according to the brand.

On test we saw a fuel use return of 9.7L/100km at the pump, across a mix of urban, highway and freeway driving, with and without a load. 

Petrol models use a claimed 11.5L (manual) and 11.7L (auto) per hundred.

The first thing we noticed was the relatively low cargo-bay noise, combined with low wind and engine noise. The ride quality was firm but acceptable without a load, and the steering responsive and linear in weight, with a strong self-centering effect ensuring good directional stability. 

The slick-shifting manual gearshift was nice to use, with well-defined gates and a light clutch action. Braking response was strong, but four discs designed to cope with a 3250kg GCM could bite hard if you pressed too firmly without a load.

With maximum torque at 3500rpm and peak power at 6000rpm, the 1.6-litre non-turbo engine responded best around town when kept revving freely between those two numbers. Although torque started to fall away sharply below 1800rpm, a useful amount remained between 1800-3500rpm, as evidenced by 2750rpm at 100km/h and 3000rpm at 110km/h in top gear on the highway.

With 600kg in the cargo bay plus a 100kg driver, our 700kg payload was 150kg below GVM. Handling and ride quality with this load was excellent, particularly over large bumps and on heavily patched bitumen roads. Braking was also reassuringly strong and it continued to track straight in cross-winds at highway speeds.

The engine’s rev-happy nature was noticeable on our 2.0km, 13 per cent gradient set climb with this load, finding its sweet spot in second gear at 3750rpm - which it happily pulled all the way to the top. Engine braking on the way down was non-existent, but the powerful brakes easily covered this shortfall.

You probably wouldn’t choose an LDV G10 as a daily driver if you didn’t intend to use the cargo zone at least 80 per cent of the time.

But if - for whatever reason - you really want to use a van like this on a day-to-day basis, you won’t hate it. 

The G10 drives pretty nicely for this type of vehicle. It isn’t as bouncy when unladen as some of the other vans out there, with the suspension proving very quick to settle and mostly very compliant across mixed surfaces. 

The steering wheel can jostle a bit over sharp edges, but it steers well, with decent (not too heavy) weighting and predictable response at all speeds. 

Without weight on board the engine feels reasonably urgent in its response, which is a bit of a surprise because it’s not a powerhouse based on its outputs. It revs smoothly and pulls with good strength, with little turbo lag to contend with. While it is a bit of a grumbly engine at times, the response is better than adequate.

Plus the transmission is well sorted, with smooth shifts that are predictable.

The braking response is definitely better without weight on board, with a decent progression to the pedal and decent bite when you press hard on the anchors.

If safety matters to you, this could be your reason not to buy an LDV G10.

The van scored a mediocre three-star ANCAP crash test safety score - which would be more acceptable if that was under the current, strictest criteria, but it was actually tested in 2015. Which means it would be even lower if tested today.

One of the reasons is the safety equipment - there’s not a lot of it. You get dual front airbags, but no side airbags or curtains. There is no advanced tech like auto emergency braking (AEB), no lane keeping assistance or lane departure warning, no blind spot monitoring or rear cross-traffic alert… But you do get a reversing camera and rear parking sensors.

A three-year/100,000km warranty includes roadside assistance, plus there’s a five-year anti-corrosion warranty. Scheduled servicing is 12 months/20,000km, whichever occurs first. There is also fixed pricing for the first three scheduled services of $416 (12 months/20,000km), $777 (24 months/40,000km) and $416 (36 months/60,000km).

LDV isn’t close to the leaders in the segment for ownership, with a behind-the-times three-year/100,000km warranty (admittedly with the same cover for roadside assist), and no capped price servicing plan. 

Service intervals are every 12 months/10,000km, which is short, and you need to get an initial service done at 5000km, too. 

If you’re worried about long-term longevity, you can check out our LDV G10 problems page.