Peugeot Expert vs Renault Trafic

What's the difference?

Positives are higher payload and tow ratings than the Toyota HiAce along with superior fuel economy. Negatives are inferior safety, evidence of questionable build quality and a list price more than $3000 above a HiAce equivalent. So, whether the positives outweigh the negatives to justify its higher price, only a potential buyer can decide.

There is no doubt the new (newer?) Renault Trafic is an improvement on the last iteration, being safer, nicer inside, easy to drive and featuring some more up to date features.

It isn’t going to challenge the likes of the HiAce or Staria Load for benchmark status in other ways, but it is still a solid proposition for business buyers, and a great upgrade for existing owners who want to keep their fit-out but freshen up their van.

For those who want to make their van suit their needs, it'd be hard not to recommend going for the Pro model and speccing it up as you see fit.

Our 'Long' example rides on a 3275mm wheelbase with 5309mm overall length, 1920mm width and 1948mm height, so compared to the HiAce it's slightly longer in wheelbase and overall length but narrower and not as tall. It’s also significantly lighter with a kerb weight that’s almost 500kg (or half a tonne) less than the Toyota; a big factor in its spirited performance and superior payload rating.

The Peugeot’s front-wheel drive underpinnings include MacPherson strut front suspension, coil spring semi-trailing arm rear suspension, rack and pinion steering and four-wheel disc brakes. Its 12.4-metre turning circle is also more than a metre larger than the HiAce.

The Pro’s work focus can be seen in its black plastic front and rear bumpers and side mouldings where most scrapes and dents occur in hard-working vans. There’s matching black on other high-wear surfaces like the door mirrors, door handles, hubcaps, rear wipers and rego plate shroud.

The cabin has seating for three with a driver’s bucket seat and separate two-passenger bench seat. Although all occupants have ample headroom, the dashboard’s protruding centre console leaves little legroom. In fact, the centre passenger must travel with both knees skewed to the left of this extension, which then encroaches on the outer passenger’s legroom. So, for a crew of three we’d recommend short trips. Our only other criticism was the lower dash panel on the passenger’s side, which kept popping loose despite repeated attempts to click it back into place.

To consider this a ‘new’ van might be stretching it, but this heavily facelifted version does have a distinct look that you should be able to pick it in traffic.

There are new-look LED headlights with C-shape LED daytime running lights, a revised grille (the Pro version has a bit less chrome than the Premium), new front bumper and new bonnet. 

There are 16-inch steel wheels on most versions to keep it simple (17-inch alloy wheels are reserved for the Lifestyle crew van), and aside from that, nothing is different outside. Oh, but you can't option that green colour that was very popular with the pre-facelift model. The brand says even though about 20 per cent of buyers choose that colour at the height of its popularity in Australia, globally it wasn't such a hit (about 2 per cent of customers chose it), so it has been axed. There are seven colour choices, though.

Perhaps the most crucial design changes come inside the cabin, where there is a new dashboard with upgraded materials used, a new steering wheel, new instrument cluster with 4.2-inch colour screen, new buttons and switches that mirror the passenger car range, and of course, that new 8.0-inch touchscreen media system. The subtle changes make it feel considerably more modern and less plasticky than before.

Its relatively light 1743kg kerb weight combined with a 3100kg GVM allows for a sizeable 1357kg payload that’s almost 300kg more than the HiAce. It’s rated to tow up to 1800kg of braked trailer, which is also 300kg more than the Toyota. And with its 4900kg GCM, the Expert can legally tow its maximum trailer weight while carrying its maximum payload. These are excellent numbers for a multitude of working roles.

The cargo bay and cabin are separated by a stout steel bulkhead, which insulates the cabin from tyre noise emanating from the rear wheel housings and doubles as a cargo barrier. Its central window provides vision for the rear-view mirror and the ability to check on loads.

Lined to mid-height, the Expert’s cargo bay is accessed through large sliding doors on each side with handy 935mm-wide openings, while rear access is through glazed barn-doors which open to 180-degrees to aid forklift access. Each is equipped with its own windscreen wiper and demister.

The load floor is 2780mm long and 1628mm wide with 1258mm between the wheel housings, so it can carry up to three 1200 x 800mm Euro pallets or two 1165mm-square Aussie pallets, held in place by a total of eight floor-mounted load anchorage points. The 6.1 cubic metres of load volume splits hairs with the HiAce’s 6.2 cubic metres.

Cabin storage starts with a cavernous bin in the base of each front door that can easily hold a big 1.5-litre bottle and lots more. Each door also has two other compartments for smaller items. The dash-pad has a cup holder at each end and there’s a shrouded storage compartment in the centre. There are also two small storage nooks near the gearshift dial, plus on the passenger side is a glovebox and additional storage compartment (with 12V accessory plug inside).

The bench seat’s hinged base cushion also tilts forward to reveal two large storage bins below, with one thoughtfully lined with polystyrene foam to keep items either hot or cold.

That updated interior sees a few new storage options, and you score cup holders on top of the ends of the dashboard, huge door pockets with multiple storage zones, additional loose item storage on top of the dash, a flip-down middle seat with a cup holder and configurable clipboard setup, and there’s a wireless phone charger on the Premium and Lifestyle versions.

There are a few USB charge points including one on the media screen to connect to Apple CarPlay or Android Auto, and for the record, I had plenty of problems with the CarPlay dropping out on my relatively new iPhone 13 Pro.

That aside, the new media screen is a big improvement on the old one, and it helps the Trafic feel more car-like than before. The driver’s seat comfort and adjustability (eight-way seat, rake and reach steering) add to that, though the passenger two-seat bench is a bit flat.

The design of the cargo area is unchanged - meaning customers with expensive fitouts will be able to switch over to the new model without reworking anything.

As before, there are two different versions - short-wheelbase (SWB) and long-wheelbase (LWB) - and the cargo capacity varies as such, with the SWB up to 5.8m3, the LWB up to 6.7m3, and the crew van models at 4.0m3.

Payload spans between 1053kg and 1279kg, depending on the variant and transmission.

There are numerous tie-down points (10 in SWB, 12 in LWB), multiple flooring options, half-height protective panels fitted as standard, and you can option a bulkhead on the base model for just $400. Other options for the base van include a driver’s side sliding door ($600), and rear barn doors instead of the tailgate ($400).

Those who know their van will work hard might want to consider the Trade Pack, which adds a wooden floor, full height wood wall lining, LED cargo zone lighting, a heavy duty battery, and a spare wheel protection basket - it adds $2000 to Pro or Premium models.

If you want to show up and show off, there’s also the Business Pack for Premium models ($2200), which adds climate control, tinted windows, 17-inch alloy wheels, a heated driver seat, LED cabin lights, satellite-navigation, chrome front grille highlights, a colour-coded front bumper door mirrors, and rear tail-light columns.

There are other options including things like glazed sliding doors (Premium only, $400), a switch back to a tailgate rather than barn doors for the Premium or Lifestyle models (no cost), removal of the bench seat and bulkhead in favour of two-seat open-plan layout (no cost for Premium models), a single passenger seat for Pro models ($100). There are other options available, but suffice to say, you can essentially add or even subtract what you need if you choose a Trafic van.

Formerly one of the most affordable vans on the market, times have changed for the facelifted Renault Trafic line-up. Prices are up between $4610 and $8610, depending on the grade.

But justifying the jump is the inclusion of a number of new features - including forward AEB (auto emergency braking), lane departure warning, a new media screen with smartphone mirroring technology (Apple CarPlay and Android Auto), and a few other items like LED headlights and daytime running lights. And of course, customers score an upgrade to a larger diesel engine, too.

You can read all the details in our 2023 Renault Trafic pricing and specs story, but I’ve covered a few of the choice options in the practicality section below.

The Expert’s punchy 2.0-litre four-cylinder diesel is one of its strengths. Turbocharged and intercooled, it has Euro 5 emissions compliance and produces 110kW at 4000rpm and 370Nm at 2000rpm. The eight-speed torque converter automatic has near-seamless shifting and offers the choice of sequential manual-shifting using steering wheel paddle-shifters.

This is not a new engine, but for a lot of the models in the range it is an upgrade from the existing 1.6-litre four-cylinder that was previously offered in two different tunes (85kW or 103kW).. In fact, there was an even lower output 66kW version ages ago, too.

For some, then, the 2.0-litre with 125kW of power (at 3500rpm) and 380Nm of torque (at 1500rpm) is a big step up, and one that Renault Australia said customers wanted. 

That 2.0L engine is now available whether you choose the six-speed manual or six-speed ‘EDC’ dual-clutch automatic transmission. All Trafic models are front-wheel drive only.

All versions have 750kg of unbraked towing capacity, while braked towing capacity maxes out on the base manual version at 2500kg in SWB or LWB. The rest of the range has braked towing capacity of between 1630-1720kg.

Concerned about the Trafic’s gross vehicle mass (GVM)? It varies between 2980kg and 3070kg. And the gross combination mass (GCM) spans from the auto models at 4700kg through to the base manual at up to 5570kg.

Peugeot claims a combined average consumption of 6.3L/100km and the dash display was close to that at 7.6L after 386km of testing, which included about one third of that distance carrying a full payload. Our own figure calculated from fuel bowser and tripmeter readings came in higher again at 8.3L/100km, which is still outstanding economy for a vehicle of this size. So, based on our numbers, you could expect an extensive driving range from its 70-litre tank of around 840km.

The official combined cycle fuel consumption figures are an impressive (on paper) 6.5 litres per 100 kilometres for the auto model and 7.2L/100km for the manual versions, no matter the wheelbase or seat capacity.

On our test drive at the launch, with no significant weight in the back and in the auto Premium version, the dashboard display was showing 7.8L/100km.

In the Trafic’s favour is an 80-litre fuel tank, meaning a decent theoretical driving range of up to 1230km if you can get it down to the official number, or a more realistic (but still impressive) 1025km at the average consumption I saw on test.

You don’t need to worry about Adblue, either. It doesn’t have it, and it meets Euro 5 standards only (manual - 188g/km CO2; auto - 171g/km CO2).

It has a comfortable driving position as the steering wheel is adjustable for height and reach, the bucket seat has a fold-down inboard armrest and there’s a prominent left footrest. Although the driver’s seat base has no rake adjustment, it’s long enough to provide good under-thigh support with enough rake to avoid sliding towards the front of it like some rivals.

The steering is responsive and nicely weighted, which combined with competent handling and braking makes the Expert feel sure-footed. The supple four-coil suspension provides a smooth unladen ride quality.

The energetic drivetrain with its 370Nm of torque has spirited acceleration and good agility in traffic. Although peak torque is at 2000rpm, the 2.0-litre turbo-diesel pulls cleanly from 1500rpm which showcases its flexibility.

The eight-speed automatic gets good results from this engine, but sequential manual-shifting using the paddle-shifters is handy when more driver input is required. The cabin is acceptably quiet at highway speeds, thanks to the cabin bulkhead and low tyre, engine and wind noise.

Our only major criticism is the absence of blind-spot monitoring and rear cross-traffic alert. In our opinion every van, particularly with solid side-walls and doors like this one, should at least have these active safety features as standard (like the HiAce which also has standard front parking sensors).

The Expert’s relatively small mirror on the passenger door is not sufficient in eliminating the large and potentially hazardous blind-spot over the driver’s left shoulder, particularly in heavy traffic and when reversing from driveways into busy streets.

One of the key things that was discussed at the launch event was ‘comfort’. For Cameron at Lindenvel Group - a commercial fit-out business based in Gosford, but with projects all over Australia - comfort is the key purchase decision for his team. His business currently has three pre-update Trafic models, and he reckons the team has put almost a million cumulative kilometres on their vans since they first upgraded from a 2000 Toyota HiAce back when this generation of Trafic launched in 2015 locally.

It was also a key discussion point for the brand’s product manager, Charly Clercin, who pointed out that comfort is more than just seat cushioning. It’s also about adjustability, vision from the driver’s seat, material finishes, and the new touchscreen which should make things easier for people who spend as much time in their van as they do in their bed.

And it is comfortable. In fact, my co-driver and I were very impressed by the driving seat comfort, with the adjustable arm-rest adding to the “I could drive this for hours” vibe.

But for passengers? Not as good. The bench seat is a bit flat and lacks side support, but at least it’s wide enough to actually fit two adults, if needed.

The suspension is very well sorted. I drove a SWB version and there wasn’t too much to whinge about with it unladen. The suspension picked up on the odd sharp edge or lump, but it was never uncomfortable.  

The steering was great, too, with nice weighting and responsiveness, and it was very easy to park the van - so easy, in fact, yours truly absolutely smoked the ‘parking gymkhana’ challenge that Renault put on at the event, where I had to reverse from a tight parking ‘garage’ made of witch’s hats, drive into two other ‘garages’. 

Suffice to say, it’s not too hard to park. The surround-view camera on the Premium model, and front and side sensors, certainly helped, but so did the revised mirrors, which are a bit bigger and offer a slightly better view for drivers.

And the engine? It’s a good’n. With easily enough pulling power from low in the rev range, the only complaint was a touch of hesitation from a standstill, and when shifting from D to R (or vice versa) in a hurry.

But the six-speed dual-clutch auto was very good, shuffling through the gears without hassle, and without too much of that slow-speed slurring/lurching sensation some dual-clutches can offer up.

There are now safety tech items that were never available before on the old Trafic. 

Things like autonomous emergency braking (car to car only, no pedestrian, cyclist or junction detection), lane departure warning (no active lane keeping assistance), a reversing camera, rear parking sensors, and six airbags (dual front, front side and curtain) are included on all vans.

There are more standard goodies if you choose the Premium or Lifestyle model, including adaptive cruise control, blind-spot monitoring, and front+side parking sensors, traffic sign recognition, and tyre pressure monitoring, too.

Other vans are streets ahead in terms of the range-wide safety tech on offer, so if safety is a big priority for you, be sure to look at the Toyota HiAce or Hyundai Staria Load.

Further, the Renault Trafic scored a three-star Euro NCAP safety rating back in 2015, and the updated version hasn’t yet been tested - but based on the current criteria, it would be surprising if it even maintained that rating.

The Expert is covered by a five years/200,000km warranty. Scheduled servicing every 12 months/20,000km whichever occurs first. Five years of capped-price servicing totals $3049 or an average of $609.80 per year.

The Renault Trafic is supported by a five-year/200,000 kilometre warranty plan, which is the standard for the class.

The brand also offers a five-year capped-price servicing plan, which is a bit expensive by class standards but more affordable than the last iteration over a five-year span.

It costs $649 per service for visits one, two, three and five, and service four costs $949. That means an average annual service cost of $711 (previously: $739 avg over five years).

But the thing is, if you do a lot of kays in your Trafic, you might be okay with that - because the intervals are every 12 months or 30,000km, meaning potentially less down-time for your van.

If you abide by the service plan, you also score five years of roadside assist.