Renault Kangoo vs Peugeot Expert

What's the difference?

The latest petrol-powered Kangoo has the pricing, practicality and performance to win friends in Australia’s small commercial van class. If you can afford an option pack or two, like those fitted to our test vehicle, it's even better.

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.

Our test vehicle is less than 4.5 metres long (4488mm) and well under 2.0 metres in width (1859mm) and height (1830mm), making it ideal for those with either limited parking space and/or needing to access space-restricted areas in their working roles.

Its compact 2716 wheelbase results in an 11.3-metre turning circle. This is larger than you might expect, given it’s no tighter than Toyota’s shortest HiAce mid-sized van.

However, it’s also line-ball with its small van rivals, which highlights the restrictions in steering lock shared by front-wheel drive vehicles compared to rear-wheel drivers like the HiAce.

The Kangoo features MacPherson strut front suspension and its rear suspension uses torsion bar primary springing supplemented by a pair of secondary coil springs for carrying heavy loads. There’s also rack and pinion steering and a quartet of disc brakes.

Bodywork and wheels confirm its no-frills work focus, with unpainted dark grey plastic prominent on the hubcaps, front/rear bumpers and along the sides where bumps and scrapes usually occur.

It has tidy styling for a commercial van, including the sharp cabin design that combines a tasteful blend of grey and satin chrome hard surfaces with the practicality of wipe-clean fabric upholstery and vinyl floors.

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.

Our test vehicle’s 1447kg kerb weight and 2010kg GVM results in a useful 563kg payload rating.

It’s also rated to tow up to 1500kg of braked trailer and with its 3510kg GCM (or how much it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight for optimum versatility.

Cargo bay access is through asymmetric rear barn-doors which can be opened to 180 degrees for forklift and loading dock access, or sliding doors on each side with (according to our tape measure) 625mm openings. The walls and doors are lined to mid-height and there’s internal lighting.

The cargo bay’s load volume is a competitive 3.3 cubic metres and with more than 1.8 metres in length, almost 1.6 metres in width and more than 1.2 metres between the rear-wheel housings, it can easily swallow one standard Aussie pallet or two Euro pallets.

The load floor, which does not include a protective liner as standard equipment, offers a choice of six load-anchorage points.

The solid bulkhead doubles as a sturdy cargo barrier and insulates the cabin from cargo bay noise, most of which comes from the tyres emanating through the rear-wheel housings.

Given its compact dimensions, the cabin is surprisingly spacious and accommodating even for someone my height (186cm), thanks to front doors that open to a full 90 degrees, generous leg and elbow room plus a high roof relative to the seating position that adds to the airy feel.

Storage includes a large-bottle holder and bin in the base of each door, single glove box, full-width overhead shelf, large open tray in the centre of the dash-pad and (in standard form at least) a centre console with two cupholders and trays for small items.

However, given our test vehicle is equipped with the optional Business Pack, the standard console is replaced with a more elaborate version, which in addition to a pair of cupholders has a wireless phone-charging dock up front and a box with hinged lid at the back.

There’s also a sizeable clamshell-lid compartment set into the dash-pad ahead of the driver, which includes a smartphone holder on a stalk that can be easily moved to either side of the compartment depending on driver preference.

Our only criticism is the lid on the optional console box. Although it’s been thoughtfully angled downwards at the front to provide the driver with comfortable elbow support, there’s no mechanism on the hinge to hold it in the open position.

This makes it awkward to access the box, as the angled lid naturally wants to keep closing on your hand, so a detent in the hinge would be useful.

And, in a similar context, we’d also like to see hinge detents (or struts) to firmly hold the rear barn-doors open in their 180-degree positions, given their propensity to slam shut if hit by wind gusts during loading/unloading.

This can potentially injure the operator, so these devices should be standard issue, not only for Kangoos but all barn-door vans.

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.

Our test vehicle is the Pro Long Auto variant. ‘Pro’ means it’s the lower-priced and more work-focused of two Expert model grades. ‘Long’ means it has the longer of two wheelbases and ‘Auto’ denotes auto transmission as opposed to the manual alternative.

Powered by the same 2.0-litre four-cylinder turbo-diesel shared by all Experts, it has a list price of $50,075 plus ORCs which is significantly more than its LWB HiAce auto equivalent at $46,760. And our example is finished in Artense Grey metallic, which is one of several premium colours available at extra cost.

The Pro Long Auto is built for work with 16-inch steel wheels and 215/65 R16C Michelin tyres plus a full-size spare. Useful workhorse features include rear parking sensors, 12-volt accessory socket, automatic headlights and wipers, front fog lights, cruise control and a multimedia system with 7.0-inch colour touchscreen and multiple connectivity including Apple CarPlay/Android Auto.

The Euro 6 emissions-compliant 1.3-litre turbocharged four-cylinder engine produces 96kW at 5000rpm and 240Nm at 1600rpm.

Its seven-speed dual-clutch automatic provides the option of sequential manual-shifting plus three drive modes comprising 'Normal', 'Eco' and 'Performance', which alter the shift calibrations to optimise engine efficiency in each setting. They are selected using a button on the dash.

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.

Renault claims average combined consumption of 6.4L/100km and the dash display was showing 7.8 when we stopped to refuel at the completion of our 254km test, of which about one third of that distance was hauling more than half a tonne of payload. We also had the annoying engine auto stop/start function switched off for the duration.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 8.6 which was still within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ figures.

So, based on our consumption number, you could expect a ‘real world’ driving range of around 630km from its 54-litre tank which should only be filled with premium petrol (min 95 RON).

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.

Apart from the huge and unavoidable solid-walled blind-spot over the driver’s left shoulder, the Kangoo feels more like a nippy small car than a commercial van.

The driver’s seat has no adjustments for lumbar support or base-cushion rake and the backrest angle is restricted by the bulkhead close behind it, but there’s still enough room even for tall people to find a comfortable driving position.

Its leather-rimmed wheel feels nice in your hands and the unladen ride quality is excellent, with nicely weighted and responsive steering feel, reassuringly strong braking and suspension settings that combine good handling response with supple bump absorption.

The turbocharged 1.3-litre four is a refined and willing performer, albeit with softer response below its peak torque band which is tapped at 1600rpm.

From there it happily spins its way to maximum power at 5000rpm, with the dual-clutch auto getting the best out of this engine in all drive modes, when either unladen or hauling a heavy load.

Its diminutive size and agility are well suited to zipping through heavy city traffic, squeezing into tight loading zones or negotiating narrow and crowded city lanes for delivery work.

Manual sequential-shifting allows more direct control if preferred when hauling heavy loads, or for those simply wanting a more engaging drive experience (particularly in Performance mode).

It's impressively quiet up to 80km/h in city and suburban use, but at highway speeds tyre noise becomes more intrusive (particularly on coarse bitumen surfaces) and some wind noise is evident.

The engine requires only 2000rpm to maintain 110km/h cruising speeds and the (optional) adaptive cruise control is resolute in maintaining its speed settings, even on long and steep descents.

To test its GVM rating, we forklifted 415kg into the cargo bay which with driver equalled a payload of just over half a tonne, or about 50kg under its legal limit.

The rear suspension compressed 55mm, which engaged the long cone-shaped jounce rubbers positioned inside the rear coil springs to provide a second stage of load support.

The Kangoo coped commendably with this payload, floating smoothly over bumps and with minimal effect on handling, braking and engine performance.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, quickly self-shifting down to fourth gear to easily reach the summit.

Engine-braking on the way down was not as robust, as you’d expect from such a small engine with more than half a tonne on its back, but still within expectations for small vans.

Our only gripes are the absence of a full-width driver’s left footrest and that the thick panel separating the bulkhead windows almost completely blocks the central mirror’s view through the LHS barn-door. You can option a smart digital mirror with rear-facing camera to resolve this issue, but that’s another $800.

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.

The Kangoo petrol is backed by a five year/200,000km warranty, whichever occurs first. There's also complimentary roadside assist for up to four years/120,000km, with annual renewals available after that.

Scheduled servicing is every 12 months/30,000km with capped-pricing for the first five scheduled services totalling $2385, or an average of $477 per year.

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.