Fiat Scudo vs Rivian R1T

What's the difference?

The Fiat Scudo LWB Primo offers a large payload rating, excellent fuel economy, peppy performance and practical features like its load-through flap. However, it also has shortcomings like a tiny tow rating and no sequential manual-shifting. So, only a potential buyer can determine if the positives outweigh the negatives when deciding if this largely badge-engineered European van is the right fit for their business.

Having finally experienced the Rivian R1T from the driver's seat I think this is a ute that would have plenty of appeal in the Australian market. Not as a competitor to a Toyota HiLux Workmate or similar working-class ute, but as an alternative to the likes of the HiLux Rogue, Ford Ranger Raptor or even the new Ranger Platinum.

This is a high-end, luxury ute that also happens to be electric, which only expands its appeal. It has seriously impressive performance and, while we didn't get to test them first-hand, strong off-road credentials. Add to that a premium look and feel to the cabin and loads of practicality and it's easy to see this finding an audience here.

The biggest question will be cost, because even at a direct price conversion (which isn't a clear reflection of shipping and local tariffs) the R1T will start well over $100,000. Even by today's standards of six-figure US utes like the Chevrolet Silverado 1500 and incoming Ford F-150, that will be a hard sell and could restrict its chances.

Which would be a shame because while Tesla has a clear head start in Australia, it's possible for Rivian to follow in its wheel tracks and have plenty of mainstream success.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Like its platform-sharing Peugeot Expert associate (which differs only in cosmetic changes) and other continental rivals like the Ford Transit Custom and Renault Trafic, the Scudo has a distinctive ‘Euro’ look which combines boldly sculptured bodywork with work-focused practicality.

It also employs unpainted dark grey plastic in areas most vulnerable to bumps and scrapes including the bumpers, door mirror shells, side protection strips, sliding door tracks and hubcaps.

The cabin is spacious, comfortable and visually appealing but like the exterior is designed with work in mind given its wipe-clean vinyl floor and fabric-trimmed seating for up to three crew members, comprising a driver’s bucket seat and two-passenger bench seat.

Confusingly, the SWB and LWB share the same 3275mm wheelbase. The difference between them is purely in body length, with the LWB being 330mm longer due to its extended rear overhang.

There's a lot to say about the design of the R1T. Unlike Tesla, which has gone radical in the design of its Cybertruck, Rivian clearly made a decision not to be too polarising but also leverage the advantages of electrification. The result is a ute that stands out even amid the glut of pick-ups on American roads.

Rivian also opted not to compete directly with the massively popular Ford F-150, Ram 1500 and Chevrolet Silverado in the US, instead sizing the R1T in what's considered the 'compact pick-up' market in the US. That makes it pretty much on par with the likes of the Ford Ranger and Toyota HiLux that we flock to in Australia. The R1T measures 5514mm long, 2077mm wide and 1986mm tall, which compares to 5446mm, 1852mm and 1977mm for the Ranger dual-cab.

Inside, like so many modern cars (and not just EVs), Rivian has opted for a minimalist design aesthetic, running almost every function through the central multimedia touchscreen, with only two physical buttons in the entire cabin, a pair of dials/buttons on the steering wheel and a pair of stalks behind the wheel (left for the indicators and right for the gear selector).

There isn't even a button to alter the power adjustable steering column, instead steering wheel position and mirrors are controlled via the touchscreen and the dials on the wheel. You have to select what function you want and that activates the wheel switches, allowing you to adjust for both reach and height.

It's arguably an unnecessarily complex system for something that should be simple, but for owners that can most likely do it once and then save their preferred position it's ultimately not a big deal; still, would one small button set on the steering column have been that complicated?

As you should expect for the price, the R1T quad-motor has a premium look and feel to its interior. The synthetic leather and dark ash wood make for a luxury car feeling, feeding to that simplistic but very hi-tech and polished design aesthetic.

Our test vehicle’s 1796kg kerb weight is relatively light, which when deducted from its 3100kg GVM leaves a substantial 1304kg payload rating of which up to 170kg can be carried on the roof.

However, in stark contrast the Scudo is only rated to tow up to 600kg, which is below the 750kg threshold for mandatory trailer brakes. And Fiat does not publish a GCM rating (how much it can legally carry and tow at the same time) so we don’t know if the Scudo can carry its maximum payload while towing its maximum trailer weight.

In practical terms this tow rating would restrict users to the smallest and lightest box trailers to leave enough capacity for a decent load, which could be a deal breaker for those who need to tow heavier weights.

The cargo bay, which in LWB form provides a competitive 6.1 cubic metres of load volume, can be increased to 6.6 cubic metres by opening the large load-through flap at the lower left of the cabin bulkhead and raising the outer passenger seat’s base cushion into its vertical position.

This extends the load floor to an expansive 4024mm which allows extra-long items like timber, electrical conduit, copper/PVC pipe, carpet roles etc to slide through to the passenger footwell, which greatly increases practicality.

For example, we used this handy feature to transport several 3.6-metre wooden posts from a hardware store (see images) which would have been too long for the standard floor, so it was a convenient solution.

Our only criticism of this feature is that the flap is hinged at its base which means when opened it lies flat on the floor, which makes it more vulnerable to load damage than a top-hinged flap (like the Renault Trafic) which opens upwards and therefore out of harm’s way.

The LWB cargo bay’s load floor is 2862mm long (without using the bulkhead flap) and 1628mm wide with 1397mm from floor to roof. There’s also 1258mm between the rear wheel housings, which means it can carry up to two standard Aussie pallets or up to three Euro pallets, secured by a choice of eight load anchorage points.

The cargo bay is accessed through solid sliding doors on each side and glazed twin barn-doors at the rear (a glazed rear liftgate is available as a $700 option). The barn-doors can swing open to 270 degrees to optimise forklift and loading dock access but there are no detents in the hinges or other stays to hold them open, so they can easily swing shut in a light breeze or if parked on an incline.

There’s no standard floor protection which makes it prone to load damage but the cargo bay walls are neatly lined to mid-height plus there’s ample lighting and a handy 12V socket.

Although it can seat up to three occupants, centre seat comfort is compromised by the large dash protrusion housing the gear selector. This forces the central passenger to sit with knees skewed to the left, which also encroaches on the outer passenger’s legroom. So, a crew of three is okay for short trips but ideally should be capped at two for longer journeys.

Cabin storage includes bins in the base of each door which are big enough to carry large bottles. The dash provides cupholders on each side and a clamshell-lidded compartment in the centre plus a glove box and adjoining open storage compartment.

The Primo’s centre console has wireless phone charging in addition to the standard 12V socket and pair of USB-C ports. The centre seat backrest also folds forward to reveal a handy work desk and under its base cushion is an insulated compartment lined in polystyrene foam to help keep food and drinks hot or cold.

This is one of the areas that Rivian has excelled at and it makes the R1T a real standout in its class. Because it's a bespoke design there are a number of clever practical features around the cabin.

Starting with the Bluetooth speaker that slides out of the centre console. So you can play your music through the car's speakers or, when you leave the car, take your tunes with you. The sound system is another in-house Rivian set-up, like the multimedia, with the company splitting with original partner, audio specialist, Meridian.

Other clever interior touches include the charging pad (complete with tiny Rivian logo pattern), a sizable centre console box and a torch recessed in the door. There are also a power outlets in the cabin, rather than just USB ports, so you can charge your electronics on the move.

Rivian has also developed a 'Pet Mode' for the cabin, which the company claims allows owners to safely leave their pets in the car. The system allows the air-conditioning to keep running, even while the ignition is off, so your pet doesn't get overheated or freeze, and the media screen displays a message saying that your pet is okay (so no good Samaritan smashes your window to save your animal friend).

The R1T's other major party trick is the 'cargo tunnel' that runs the width of the car, taking advantage of the empty space between the cabin and the tray. This is a unique feature for the R1T, allowing for an extra 331 litres of lockable storage, which can be accessed on both sides or through the cabin via the rear seats.

Rivian even showed off a 'Camp Kitchen' that could slide in and out of the tunnel. This elaborate accessory was designed to make camping easier, featuring an induction cooktop, sink and crockery, but it has since been removed from the company's website as it is reportedly redesigned. Hopefully it's available again by the time the R1T makes it to Australia.

This would work in tandem with the 'Camp Mode' function that lets the ute self-level its suspension so the body is flat on uneven ground and turns off the exterior lights and sounds not to distract others, while still allowing you to use the power outlets in the tray and cargo tunnel.

As for the space in the cabin, it's good in the front and rear. With a 3449mm wheelbase there's generous room for the rear occupants that allows for two adults to sit in comfort, and Rivian claims it's wide enough for three child seats.

As for storage, in addition to the cargo tunnel, there's under bonnet storage measuring 314 litres, so there's plenty of out-of-sight space despite it being a ute.

The tray measures quite square, at 1374mm long and 1297mm wide, but Rivian has designed the tailgate to sit flush with the tray bed, which can extend the usable length to 2131mm.

The tray itself has several handy features. These include multiple power outlets and an air-compressor, so you can add extra pressure to your tyres if you let them down to go off-roading or pump up camping equipment.

Underneath the tray is the housing to keep the spare tyre on the off-road package, but as a spare isn't available on all models as standard, it can be used as storage for wet or dirty items because it's washable and has a drainage hole.

As many of these new car companies have found, including Tesla with its long-gestation periods for the Model 3, Model Y and now Cybertruck, mass-producing motor vehicles isn't an easy task. So, to simplify things and help get its business up and running, Rivian has focused on a single R1T variant for the US market initially.

This is the range-topping quad-motor R1T, with four electric motors (two per axle), which is priced from US$89,000 (approx. A$139,000)

That should give you an idea of where Rivian has positioned the R1T in the US market. This isn't a 'working-class ute'. This is one of the new breed of lifestyle vehicles that have become increasingly popular in the US and Australia.

Rivian has plans for a more affordable dual-motor (one per axle) model, which will start at US$73,000 (approx. A$114,000), and be able to be upgraded with a 'Performance' motor package for US$5000 or the choice of a 'Large' battery for US$6000 (approx. A$9000) or the 'Max' battery for US$16,000 (approx. A$25,000). We'll explain the technical difference between those motors and batteries below.

As for standard equipment, the R1T comes with a 21-inch alloy wheel and 'road' tyre, a built-in air-compressor, 'Gear Guard' security cable (again, we'll explain in-depth later), synthetic leather trim, dark ash wood inlays, heated and ventilated seats and a heated steering wheel.

Notably absent is Apple CarPlay and Android Auto, with Rivian preferring its own bespoke Google-powered system.

There is an 'All-Terrain' package available, too, which swaps out 20-inch alloys with all-terrain tyres, underbody protection and a full-size spare, that's stored under the tray.

Rivian also offers a variety of accessories including MaxTrax recovery boards, first aid kits for humans and pets and an off-road recovery kit that includes straps, hitch link and gloves.

The company has also partnered with Yakima, an American company that specialises in adventure accessories, to offer a roof-mounted tent for the R1S (but doesn't currently offer it on the R1T configurator).

And if that's not enough accessories for you, Rivian sells a huge array of branded merchandise via its website, including shirts, hats, chargers, bike mounts, drink bottles and even pet gear.

The Scudo is powered by a 2.0-litre four-cylinder turbo-diesel engine which produces 110kW at 4000rpm and 370Nm of torque at 2000rpm.

It drives the front wheels through an eight-speed torque converter auto transmission which in Australian delivered specification does not include the choice of sequential manual shifting.

Our test vehicle rides on a quartet of coil springs courtesy of MacPherson strut-style front and oblique wishbone rear suspension. Steering is via electric power-assisted rack and pinion and stopping is courtesy of four-wheel disc brakes.

There are three main powertrain options for the R1T - Dual-Motor AWD, Performance Dual-Motor AWD and Quad-Motor AWD.

Even as the entry-level model the Dual-Motor AWD makes 397kW/827Nm and can sprint from 0-60mph (96km/h) in just 4.5 seconds.

The Performance Dual-Motor AWD steps things up to 495kW/1123Nm and a sprint time of 3.5 seconds, while the Quad-Motor makes a very potent 622kW/1231Nm and takes just 3.0 seconds to run 0-60mph.

The Quad-Motor we tested comes standard with eight 'Drive Modes' that adjust the ride height, suspension stiffness, brake regeneration, stability control and torque distribution. The eight modes are - 'Sport', 'Off-Road Drift', 'All Purpose', 'Off-Road Auto', 'Off-Road Rock Crawl', 'Off-Road Rally', 'Conserve' and 'Towing'.

The ability to change torque distribution is the key function, as it allows for a wide variety of driving characteristics. For example, in Sport and Off-Road Drift it can send the majority of the power to just the rear wheels, allowing the R1T to perform like a rear-wheel drive vehicle. While in the Conserve setting it can send power only to the front motors to save energy. Or in the Rock Crawl setting it can send power to individual motors to help climb over obstacles.

Fiat claims an official average combined (urban/extra-urban) cycle consumption of just 6.3L/100km and the dash display was claiming a slightly higher 7.3 figure when we stopped to refuel at the completion of our test, which covered 334km and included our usual mix of suburban, city and highway driving of which about one third was hauling more than one tonne of payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was only slightly higher at 7.8L/100km which is outstanding economy for a mid-size commercial van in real-world driving conditions. So, based on our test consumption, you could expect a lengthy driving range nudging 900km from its 69-litre diesel tank.

The range of the R1T depends on how much you're willing to spend. The standard battery provides 435km for the Dual-Motor AWD but if you pay for the Large battery that extends to 560km while the Max battery buys you a range up to 640km.

The Performance Dual-Motor comes standard with the Large battery, so it has a range of 560km with the option of 640km with the Max battery.

The Quad-Motor comes equipped with the Large battery as standard and has a 530km range, but it isn't available with the Max battery.

Rivian claims the R1T has a 220kW max charging rate on a DC fast charger. The company is rolling out its own network of charging stations in the US but crucially it also recently signed a deal with Tesla. 

A new 'Magic adapter' is now available so Rivian owners can access Tesla's network of more than 12,000 chargers in the US. Hopefully that deal carries across to the Australian market when Rivian arrives here.

It’s easy to step aboard and the car-like driving position is spacious and comfortable given I’m 186cm and have ample head and legroom with good eyelines to all mirrors. In that context, the centre seat headrest can be easily removed and stored when not required to improve the central mirror’s view through the bulkhead window.

The flat-bottom steering wheel leaves plenty of torso clearance for easy entry and exit plus there’s plenty of adjustment in the driver’s seat with its manually altered lumbar support and fold-down inboard armrest. A wide left footrest provides additional comfort and support.

Unladen ride quality is excellent given the suppleness of its four-coil suspension, enhanced by load-adaptive dampers which allow a softer ride when unladen but automatically increase damping resistance under heavy loads.

The eight-speed auto offers crisp and smooth shifting, which combined with close to 400Nm of torque and a relatively light kerb weight ensures energetic performance. Although torque peaks at 2000rpm the engine displays ample flexibility either side of that figure, which ensures good throttle response in the mostly metro driving we encountered.

The engine is relatively quiet during highway travel with most noise coming from the tyres, which can become intrusive at these speeds particularly on coarse bitumen surfaces.

To test its GVM rating we forklifted 975kg into the cargo bay which combined with driver equalled a total payload of 1075kg that was about 200kg less than its legal limit. The rear suspension only compressed about 40mm under this weight which ensured plenty of travel remained and it hauled this sizeable payload with ease.

Two criticisms, the first being the absence of sequential manual shifting offered in other markets, which is desirable when hauling heavy loads in hilly terrain and optimising engine braking on steep descents.

We also noticed the traffic sign recognition (TSR) function worked fine with traditional metal signage but became glitchy when interpreting the brightly illuminated speed signs displayed on overhead motorway gantries.

Like all EVs the R1T manages to combine rapid performance with a whisper-quiet powertrain, but what stands out is how refined the Rivian feels. For a car company's first effort the level of isolation you feel from the outside world is impressive. It doesn't have any of the squeaks, rattles and mechanical groans that plagued some other start-up EV car companies in their early days.

Instead, the R1T feels like a very complete and well resolved package. Like many modern EVs, starting it up is as simple as climbing into the driver's seat, with a sensor immediately preparing the car for you to head on your way without needing to press a 'start/stop' button.

Tap the gear selector stalk down for 'Drive' and you immediately experience the immense torque from Rivian's quad-motor powertrain. Even at suburban speeds you get a sense of the power that lurks beneath the surface of this ute.

Once we found a safe spot to unleash the full potential of the four motors they did not disappoint. It has the kind of sickening acceleration that we've come to expect from electric vehicles, with Rivian's 0-60mph (0-96km/h) claim of just 3.0 seconds feeling completely legitimate.

The regenerative braking is extremely powerful, and that's a pro and a con. That's because there are only two modes - standard and strong - but even in the lower setting there's powerful retardation as soon as you release the accelerator. This is very much an EV that can be driven on one pedal, which is fine, but it does take some getting used to.

A number of carmakers have begun offering much lower levels of regen braking, which allow you to drive more like a conventional internal combustion engine vehicle by using both the accelerator and the brake pedal, so perhaps a lower setting is something Rivian will have to consider in the future.

It also doesn't help that adjusting the regen braking is another function that requires you to dive back into the touchscreen menu, rather than using steering wheel-mounted paddles like other EVs have adopted.

The ride felt quite firm on the streets of Los Angeles, but that's not entirely surprising for what is a very heavy vehicle (it tips that scales at just over 3250kg) that's riding on 21-inch alloy wheels. However, given air suspension is standard across the range, it feels like it could be tweaked to make for a more compliant ride, especially on Australia's choppy roads.

The standard air suspension also allows for a variety of ride heights for improved off-road performance, with R1T able to adapt from as low as 241mm in 'Sport' mode all the way up to 378mm in its 'rock crawl' setting.

The R1T comes fitted with the usual array of airbags and passive safety systems, but Rivian founder Scaringe spent years working on autonomous vehicles as he built up his company so there's an array of active safety features that make the ute semi-autonomous.

Rivian calls this system 'Driver+' and it features all the now-normal active safety items like autonomous emergency braking, adaptive cruise control, lane change assist, lane keeping assist and blind-spot warning. The combination of these systems allows for some mild autonomous functions under the right circumstances.

Another interesting safety feature is called the 'Gear Guard' system. It's a complex system that includes a camera array, an external warning system and a physical cable in the tray.

Rivian calls it a 'family' of technologies but in simple terms it uses five of the pick-up's 11 cameras to monitor the surrounding area and sound an alarm if people are getting too close. If it sets off the alarm, the car will also send you a text message alert so you can check what's happening.

It also includes the Gear Guard cable, which is a braided steel cable with a nylon cover that you can thread through anything - such as a bike or other sporting equipment - and then lock into a connection built into the tray. Again, it uses the cameras to record anyone getting too close so you know who's tried to pinch your stuff.

The system also includes a cute monster mascot that pops up on the media screen to let people know they are being recorded. Plus it gives Rivian something to put on t-shirts to sell on their website.

The Fiat Scudo comes standard with a five-year/200,000km warranty and five years' roadside assist which is competitive with the major players.

Scheduled servicing is every 12 months/20,000km whichever occurs first, which is also up there with rivals and twice as good as the Toyota HiAce’s six months/10,000km requirement.

However, local servicing costs for the Scudo are yet to confirmed, which hampers cross-shopping for potential buyers.

Fiat Professional has a relatively small national network of around 10-15 dealers.

In the US Rivian offers a five-year/60,000-mile (approx. 96,000km) warranty for the quad-motor models and a four-year/50,000-mile (approx. 80,000km) warranty for the rest of the range. But the battery and drivetrains are covered for up to eight years.