Peugeot E-Expert vs Fiat Scudo

What's the difference?

The driving comfort and competent load-carrying ability of the E-Expert in a daily short-haul working role would be well suited to both tradies and fleets, if equipped with the convenience of back-to-base overnight charging at home or depot. However, its zero-tailpipe-emissions technology comes at a high price, requiring careful cost-benefit analysis by potential buyers.

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.

Externally the E-Expert adopts the new look of the Peugeot light commercial range, featuring an elaborate grille design with the brand’s equally new emblem proudly displayed at its centre.

The three-seater cabin design has also been upgraded, with Peugeot claiming extensive revision of the driving position for greater comfort (see Practicality).

The E-Expert rides on a 3275mm wheelbase with 12.4-metre turning circle and combines MacPherson strut front suspension with semi-trailing arm/coil-spring rear suspension, rack and pinion steering with electric power-assistance and four-wheel disc brakes.

Its 1948mm height ensures it can easily access height-restricted areas like underground loading docks and multi-storey car parks.

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.

A highlight of the E-Expert’s design is its conspicuously low published tare (unladen) weight of only 2052kg, which is considerably lighter than not only its LDV eDeliver 7 LWB Low Roof rival at 2365kg but also the segment-leading diesel HiAce (in LWB Auto Barn-Door spec) at 2245kg.

This figure is largely the result of weight-saving chassis technology, given that its diesel Expert equivalent’s tare weight is an athletic 1698kg.  As a result, given the E-Expert’s 3053kg GVM, it has a substantial 1001kg payload rating, so it’s a genuine one-tonner.

It’s also rated to tow up to 1000kg of braked trailer, but given Peugeot does not publish a GCM (or how much it can legally carry and tow at the same time) we can't confirm how much payload it can carry while towing its maximum trailer weight.

The cargo bay, which with the standard bulkhead/cargo barrier has a competitive 6.1 cubic metres of load volume, is accessed through sliding doors on each side with 935mm openings or from the rear through symmetrical barn-doors with 180-degree opening to enhance forklift and loading dock access.

The cargo bay offers 2780mm of floor length and 1628mm width, which combined with 1258mm between the rear wheel-housings means it can carry two standard Aussie pallets, or up to three Euro pallets, secured with a choice of eight load-anchorage points.

The cargo bay floor length partially extends to more than 4.0 metres by opening the load-through flap at the lower left-hand side of the bulkhead and raising the outer passenger seat-base into its vertical storage position.

This allows long lengths of timber, copper/PVC pipe, carpet/lino rolls etc to slide through and be carried internally. There’s also an additional load-anchorage point in the passenger footwell. Overall, this is a practical design feature.

The bulkhead window is protected by a sturdy mesh guard, the cargo bay doors and walls are lined to mid-height and internal lighting is provided front and rear.

A tough liner to protect the load floor from scrapes and dents is not included as standard equipment, but is available as an accessory.

The cabin can seat up to three occupants with a combination of a driver’s bucket seat and two-passenger bench seat. All seats are trimmed in two-tone ‘Mica Grey' fabric and equipped with full lap-sash seatbelts.

Although this cabin design offers wide door access and good comfort for the driver and outer passenger, the centre passenger is compromised by the large central-dash protrusion that houses the gear-selection and drive-mode controls.

The only option for those seated in the middle is to position both legs on the passenger side of this protrusion, which ensures their feet intrude into the outer passenger footwell. So, trips with two passengers should only be short ones.

Another criticism is the lack of hinge detents or struts to hold the rear barn-doors open in their 180-degree positions, given that a gust of wind when loading/unloading can slam them shut with potential injury for the operator (we reckon lock-open devices should be mandatory for all vans equipped with barn-doors).

The cabin includes two tiers of storage in each front door, comprising a slender shelf at mid-height for small items and a large-bottle holder and big storage bin at the base for larger items.

On top of the dash-pad are a small-bottle/cupholder on each side and a large clamshell-lidded compartment in the centre. There’s also a glove box with another open storage compartment below, while the centre console offers a smartphone cradle.  

The centre seat’s base-cushion, which is hinged at the front, can be tilted forward to reveal a deep compartment below that’s lined with insulating polystyrene foam to keep small items of food and/or drink hot or cold.

The centre seat’s backrest can also fold forward and flat to reveal a mobile office space, with a small desk that can be rotated to provide a comfortable working angle. It also has a shallow tray for holding pens etc and an elastic strap to hold documents in place.

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.

The Scudo is available in a choice of short wheelbase (SWB) or long wheelbase (LWB) and two trim levels across four models, comprising the entry-level Scudo SWB ($48,490, plus on-road costs) and better equipped Primo SWB ($50,990), plus the Scudo LWB ($50,490) and Primo LWB ($52,990).

Our test vehicle is the top-shelf Primo LWB with its sub-$53K list pricing in the same ballpark as the major players in this league including the Ford Transit Custom Trend LWB Auto ($57,890), Hyundai Staria Load Premium Auto ($52,740) and Toyota HiAce LWB Auto ($53,880).

Like all models in the Scudo range, it shares the same 2.0-litre four-cylinder diesel engine and eight-speed automatic transmission plus other standard features including 16-inch steel wheels with 215/75 R16C tyres and a full-size spare, front/rear parking sensors including side-of-vehicle coverage, reversing camera, front fog lamps and heated door mirrors to name a few.

Inside there’s a metal bulkhead to separate the cabin from the cargo bay plus a heated driver’s seat, steering wheel audio controls, 12V socket and two USB-C ports, a 10-inch digital instrument cluster, 10-inch multimedia touchscreen including wireless Apple/Android connectivity and more.

The Primo, which costs $2500 more than the base model, adds body coloured exterior door handles, automatic LED headlights, keyless entry/start, a leather wrapped and heated steering wheel, unique interior door trim highlights, wireless phone charging, dual-zone climate control, LED cargo bay lighting, a fold-down work desk and a load-through flap in the bulkhead (see Practicality).

The E-Expert’s single electric motor, which drives the front wheels through a single-speed automatic transmission, produces 100kW of power and 260Nm of torque. It also offers three grades of regenerative braking/battery charge replenishment, using paddle-shifters on the steering wheel.

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.

Peugeot claims an official WLTP driving range of up to 330km from its 75kWh lithium-ion battery, which is mounted in a cradle beneath the load floor to maintain the same cargo bay load volume as its diesel sibling.

Our test vehicle was fully charged on collection and we drove 214km on that single charge, of which 50km was hauling a near-maximum payload on our city/suburban test route. We also switched between the three drive modes, but most driving was done in 'Normal' mode.

At the completion of our test, the dash readout was claiming average energy consumption of 25kWh/100km. So, based on these figures, a ‘real world’ driving range of up to 300km is credible, with potentially more using 'Eco' mode exclusively.

Peugeot claims the E-Expert can be charged from 0-100 per cent using a three-phase (11kW) wall-box in about 7.5 hours, or 0-80 per cent in 45 minutes using (100kW) DC quick-charge facilities.

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.

Thanks to adjustable lumbar support, a height/reach adjustable steering wheel with flat lower rim to allow extra torso/legroom and a decent-sized left footrest, it’s easy to find a comfortable driving position. The door mirrors, although smaller than some rivals, are adequate given their active blind-spot monitoring assistance.

The steering feel is responsive and nicely weighted, combined with sure-footed handling and supple unladen ride quality from its four-coil suspension.

It provides smooth and near-silent performance at speeds up to 80km/h, with tyre and wind noise becoming more intrusive at highway speeds. We drove most of the test in 'Normal' drive mode, which provides more than adequate city and suburban performance given the E-Expert’s relatively light kerb weight.

The energy-saving Eco mode causes a noticeable drop in response, as you’d expect. The 'Power' setting has the opposite effect, using more energy but producing improved acceleration even with a heavy load on board.

Adjustment of regenerative braking ('Low'/'Mid'/'High') using the steering wheel paddles produces noticeable differences in retardation across the three modes. In High mode, the effect is strong enough to require minimal use of the brake pedal.

To test its GVM rating we forklifted 770kg into the cargo bay, which combined with our two-man crew equalled a payload of 950kg which was only 50kg under its one-tonne limit.

Even so, the coil-spring rear suspension only compressed 40mm under this load, leaving more than 30mm of static bump-stop clearance that ensured no sharp bottoming-out over bumps.

On our congested 50km city/suburban test route, where mid-sized electric vans would typically operate, it handled this load with considerable ease in Normal mode with no requirement to use the Power setting.

The extra weight had a minimal effect on handling and braking response, with the E-Expert proving to be a competent load-hauler within its driving range.

Our only criticism is the positioning of the centre seat’s large headrest, which even when fully lowered blocks a large portion of the central mirror’s view through the bulkhead window and rear doors. As a result, we removed it and stored it away when not carrying a centre passenger.

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.

The MY26 Fiat Scudo scored a Gold grading in ANCAP’s Commercial Van Safety Comparison, which is one grade lower than the premium Platinum achieved by several rivals including the Ford Transit Custom and Toyota HiAce. Active safety includes Autonomous Emergency Braking (AEB) with pedestrian and cyclist detection, lane keeping assist, blind-spot monitoring, intelligent speed assist, traffic sign recognition, driver attention assist, front and rear parking sensors including side-of-vehicle coverage, tyre pressure monitoring and more, but no adaptive cruise control like Ford's Transit Custom.

E-Expert comes with a five-year/200,000km Light Commercial Vehicle (LCV) specific warranty, plus eight-year battery warranty, 12-year corrosion warranty and three-year paint warranty.

Scheduled servicing is every 12 months/25,000km whichever occurs first, with capped-price for the first five scheduled services totalling $1846, or an annual average of $369. Pre-paid service plans up to five years offer considerable savings.

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.