Full review

THE Arto 74C GB is without question a rarity among motorhomes.

Most imported brands are simply right–hand drive versions of motorhomes available across Europe, but peruse the latest Niesmann+Bischoff brochure, and you won’t find a single reference to this model anywhere.

The reason is straightforward enough. Hymer UK (which imports the brand into this country) reckoned there was a market in Britain for a premium brand A–class with a rear lounge, so they approached N+B and asked them to design and build one.

And the result? A range–topping Arto 74 C (the biggest of the Artos), with its high–level transverse end bedroom replaced by a U-shaped lounge installed at a lower level.

Continental buyers wouldn’t touch it with a bargepole, not least as the garage storage height beneath is much reduced, but Hymer UK reckons we Brits will love it. The question is: will we?

At first sight, I suspect most people’s opinions of the new–look Arto will polarise completely.

Certainly, the long, long rear overhang, comparatively small, yet somehow still stylish, tail lights and frontal leer are unmistakably Arto, and while the stealth grey paint job might not be to all tastes, at least it makes a change from plain white.

It’s well thought–out, too. The offside garage hatch lifts to reveal a void beyond which (thanks to the new, lower-set lounge) is quite shallow.

But nonetheless this space stretches the entire width of the motorhome. It’s a pity there’s no nearside access door, though – it’s quite a stretch  from the offside to reach anything that’s slid across the ’van en route.

Elsewhere, there are two decent-sized low-level weatherproof lockers for hook-up leads and so on, plus a large gas locker that can swallow two 11kg cylinders.

Being the biggest and heaviest of the Artos also means that the 74C GB gets the biggest engine as standard – Fiat’s superb new 3–litre 160 Multijet Power, complete with a six-speed manual gearbox.

Once you get used to the usual, slightly daunting A-class driving position (which you will), you’ll find the cabin reassuringly familiar, although N+B has had to re–position the parking brake to the left of the driver’s seat (it usually sits to the right) thanks to the close proximity of the interior trim.

Our test model cab had no driver or passenger cab door. You can specify a cabin door from the options list, of course, but to do so incurs a bill for a whopping £1,973.

Climb up into the lofty entrance area via the twin electric steps and you enter via the front lounge, which comprises the same large settee and L–shaped dinette opposite as sported the European–spec 74 C.

The Arto’s kitchen is reasonable for two people, with a modicum of worktop space and an embarrassment of drawers, all of which can be secured via a central locking knurled wheel.

Directly opposite the kitchen sits the compact washroom, which makes the most of the available space by having the cylindrical shower as part of the room as a whole.

When the shower isn’t in use, there’s plenty of room to manoeuvre around the washbasin and toilet, and the toilet can still be used even when someone is having a shower, albeit in a much reduced space.



And so the CGB’s raison d’être: its rear lounge. As is often the case with Anglicised versions of European layouts (the UK–only Mobilvetta Top Driver P81 U springs most readily to mind) the entrance to this rear seating area is quite narrow.

This doesn’t really matter on the standard model, but in this guise, you need to make the most of the fixed rear table’s useful sliding ability to reach the offside part of the lounge, in particular, as the gap you need to squeeze through is quite narrow.

Once you’re in there, however, it’s an extremely pleasant place in which to relax.

By night, I imagine most owners will choose the 6ft 4in by 4ft 2in drop–down double bed over the cab, and while it (rather surprisingly) lacks any form of reading light, it’s easy enough to climb into, and extremely comfortable once you’re there.

The 7ft by 5ft double bed that makes up from the rear lounge is both longer and wider than the overcab example, but this involves a fair amount of cushion arranging that’s probably best left to those odd occasions when your visitors decide to stay the night.


Fact-file:

Price from: £57,495 on-the-road
Length: 7.68m (25ft 2in)
Width: 2.30m (7ft 6½in)
Height: 2.95m (9ft 8in)
Internal height: 2.01m (6ft 6in)
Gross weight: 4,000kg
Payload: 646kg

•    A full version of this review appeared in the May 2007 issue of Which Motorcaravan. To order a road test reprint contact Tina Beaumont on 01778 391187.

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