Fiat Scudo 2013: Quick Spin

Price Guide (recommended price before statutory & delivery charges): $26,990
Options fitted to test car (not included in above price): Nil
Crash rating: Three-star (EuroNCAP)
Fuel: Diesel
Claimed fuel economy (L/100km): 7.4
CO2 emissions (g/km): 196
Also consider:Hyundai iLoad (from $29,990); LDV V80 (from $32,990); Peugeot Expert (from $38,990); Toyota HiAce (from $32,990); Volkswagen Caddy Maxi (from $24,990)

A thirty minute spin of an unladen commercial vehicle certainly isn’t enough time to provide information adequate for a comprehensive review. But it does give you a fair idea of the vehicle’s amenity and driveability, as well as offering an idea of placement for the mid-size light commercial van that sits somewhere between the likes of Volkswagen’s Caddy and Transporter, as a point of reference.

The Fiat Scudo shares its underpinnings with Citroen Jumpy (not sold in Australia), Peugeot Expert and Toyota ProAce (also not sold in Australia), the result of a joint venture between Fiat and PSA Peugeot Citroen. The current-gen Scudo is built at the Sevelnord facility in France, though from 2017 this will likely change – as it’s the time when the JV officially comes to an end.

The Scudo has been around in its current form since 2007, and in Australia is sold in a solitary, long-wheel base variant motivated by a 2.0-litre Multijet four-cylinder turbo-diesel engine. Until recently, the Scudo was a manual-only proposition, though this has recently been amended by local importer Fiat Chrysler Group Australia (FCGA) who now offers the Scudo with the choice of an automatic transmission as a no-cost option. The only other option available is metallic paint ($850), though this was not optioned to the vehicle on test.

Driving the six-speed manual model we find a short-shift action through tight gates that takes some getting used to. It’s not what you’d call “precise”, but it is accompanied by a light clutch with appropriate levels of feel for this application. Likewise, the brake pedal is well modulated to offer decent tactility over the Scudo’s four-wheel disc brakes (304mm front / 290mm rear). It’s a shame then that the pedal box is biased so far inboard as a result of intrusion from the wheel well.

Power delivery from the 1997cc force-fed oiler is stronger than the figures (88kW/300Nm) would have you believe, and quite deceptive in terms of its delivery. The engine develops peak torque at 2000rpm and maximum power at 4000rpm, but as it revs beyond this mark quite easily, you can be tricked into thinking you’re making more power, when a judicious gear change much earlier would have yielded better, and more frugal results.

The hydraulically-assisted steering is very direct and offers a wonderfully tactile feel over the front wheels. In this respect, the Scudo is more car-like than most in this category. Car-like too is Scudo’s handling. The MacPherson strut (front) / torsion beam (rear) suspension arrangement is, evidentially, tuned to offer predictable and confident cornering. It also absorbs even larger craters and corrugations quite well, though as we said earlier, this could change once the vehicle is laden.

The Scudo variant on test offers a payload of up to 1200kg and a towing capacity of 750kg, or 1950kg if the trailer is braked. The load compartment features barn doors at the rear and dual-side sliding doors, opening to reveal six cubic metres of space (2584mm long, 1600mm wide, 1449mm high and 1245mm between the arches).

Like most vans of its kind, the hollow rear compartment tends to exaggerate road noise and it’s fair to say the Scudo is on the louder side of average when cruising at 100km/h.  Despite this rearward drumming, the van’s drivetrain and wind noise levels are respectable, and we’d predict that with the (optional) steel and Perspex bulkhead in place that much of the drumming experienced would be attenuated – not to mention improving the efficiency of the air-conditioning system and inherent safety restitutions.

But it’s safety that could see the Scudo lose many sales to marques offering a higher star rating. With just three stars awarded from EuroNCAP, the Scudo falls behind rivals like Volkswagen Caddy Maxi, which offers a higher four-star rating. Safety equipment extends to anti-lock brakes with brake assist and electronic brake-force distribution and driver and passenger front airbags. The Scudo does not offer electronic stability control.

Despite the downsides, the Scudo offers pleasing levels of amenity and sensible ergonomics. The seats offer apposite levels of support for a trade vehicle with forward and lateral vision also ranking very highly. The larger wing mirrors with secondary convex lens also assist in lane changing -- an important feature on a vehicle without rear-side windows. We’re also pleased to find tilt and reach adjustable steering, even if the wheel itself is finished in sweat-inducing Urethane.

Audio and HVAC controls are beginning to show their age and are ‘fiddly’ in terms of reference and operation. This fact isn’t improved by ‘remote controls’ for audio and cruise control operation located behind the steering wheel on the column, instead of on the wheel itself which is now the norm. Oddment and drink holder stowage is, however, nothing short excellent.

So there you have it – the Fiat Scudo. A mixed bag by all accounts and one we’d love to drive with a little weight onboard before offering a final nod. However, you can’t ignore the fact it’s well priced and generous in terms of payload and practicality, even if it’s not as fancy where style, and indeed safety, are concerned.

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