F urget satellite-based tracking systems :Ind other advanced security devices; Fiat
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might well have the average thief flummoxed with its new Scudo. Even if you were to hand over the keys and wish him safely on his way. he would have a number of obstacles to surmount.
First, it takes you a while to realise the handbrake's tucked away between the seat and the door Second, even if you're au fait with dash-nlounted gear levers, you're faced with an engine that won't start. Why? Because Fiat has seen fit to include a keypad immobiliser as 7:tandard (more on this later).
A further qustion that might trouble our puzzled crook is: what exactly is this? The answer being that the Scudo is the first of the "mini-Sevels" to come out of the Sevel-Nord factory in Northern France. Along with Peugeot's Expert and Citroen's Dispatch, it heralds an essentially new class of van with a small GVW (2.2 tonnes) and a strong emphasis on car-like driveability.
The Scudo. fits into Fiat's range between the Fiorino highwube van and the Ducat° panel van, and thisis a fair reflection of where it sits in the van market as a whole: somewhere between a high-cube and a panel van. Its nearest existing 1 physical rival is the Nissan Vanette Cargo which is still 0.8m3 ahead in the load-volume stakes and has a much heftier
payload (905kg vs 740kg). But of main rivals will be the other Sevel competition among these is likely to
We have also included the For High-Cube in our comparison table 2 load and volume figures are not toe those of the Scudo. It's also a direct son in terms of car-like driveability.
Volkswagen's Transporter give: competition in terms of price and ji everything else.
• PRODUCT PROFILE Three versions of the "mini-Sevel" currently being produced, but as far; is concerned Fiat (like Peugeot and C only importing two.
Our test vehicle, which was power Peugeot-built XUD9A 1.9-litre indir tion diesel, costs £11,040 and devell at 4,600rpm. A turbo version of t engine is also offered which puts nu 4,000rpm—the petrol version is resi the rest of Europe. On paper there is age of power and it compares favour:, the Transporter and the Courier (fl engine in the Vanette Cargo transb benefit of Shp.
A major feature of the Scudo is t front end which, along with the floe taken from Fiat's people-carrying This gives it a less intimidating look than some other panel vans and is a further nod towards the driver who is more used to cars.
Unusually for a European van, the Scudo has double sliding side-loading doors which are a common feature on japanc-,;(2 vans but rare in Europe. Four tie-down points are split between front and rear and there's an optional load liner made of chipboard with a PVC covering; this will set you back an extra 4300.
The other rarity is all-round independent suspension. Only the Transporter and Toyota's Mace Powervan have offered the same with considerable benefits to ride and handling. MacPherson struts are fitted to the front and the rear has trailing arms, coil springs, and transverse reaction rods. Power steering is standard.
The brakes are dual circuit with servo-assisted discs at the front and drums at the rear but ABS is only an option on the turbo diesel version at a cost of 1630. Safety features include an energyabsorbing steering wheel, front crumple zone and height adjustable seat belts with pre-tensioners: hardly ground-breaking. There is also a grandly named Fire Prevention System which works via an inertia switch and shuts off the fuel supply in case of a collision,
If you have any cash to spare, you can specify tinted windows for £85, heated rear windows for £110, headlamp wash/wipe for £160, double passenger seat for £90, double rear unglazed doors, central locking and electric windows for 4390, and a driver's airbag for 1:220. Due to the nature of Sevel vans— they are identical-the question of warranty might well have been a strong factor in making a choice. In fact Fiat Citroen and Peugeot all offer identical 12-month mechanical warranties.
junction with small engine and {WW) to help give the Scudo a stank ing fuel consumption figure. As it turned out, 35.5mpg (8.01it/100km) fully laden on our Kent test route was a little disappointing. lb be fair, if you allow for the difference in GVW it's comparable with the Transporter's class leading 32.5mpg (8.71it/100km)—it's just that we were hoping for more (the figures for the Tranporter are based on the previous test as the figures in CM 5-11 September are inconclusive). Fiat claims a figure of 40mpg (7.11it1100km) but as there was no congestion on our test route and the weather was fine we recommend this is taken with a pinch of salt.
The unladen fuel figure was a predictable 38.5mpg (7,31it/100km).
As the Scudo is spearheading a new class of commercial vehicles it might seem a waste of time making the usual payload and load volume comparisons, except that a new class of van doesn't necessarily mean a new market. What we're talking here is money.
The Scudo offers 740kg payload and 4.0m" load volume but when you consider both the Transporter and the Vanette Cargo offer greater payload and load volume for less money than the Scudo (42,000 less in the case of the Vanette), it really puts it in deep water. We suspect this will have to be offset by the fuel figures and the car-like driveability, depending on how much weight the buyer puts on these.
With the double sidedoors and double rear doors access to the load area is excellent. The rear doors open 10 90° or 180' and the space is fully use
able with the only intrusions coming from the wheel arches.
But it's a pity there are only four tie-down points. Even high-cubes often come with the full quota of six and the Scudo's don't leave you with many options if you want to secure a load. They're also a bit on the flimsy side and let down what on first impressions is a pretty good load area.
The laddered bulkhead on the driver's side comes as standard and gives reasonable protection from the odd wayward parcel but it could be better. Besides. Fiat has fallen foul of the CM hobby-horse by supplying no full bulkhead even as an option.
Without the second passenger seat there's reasonable walk-through access to the load area, particularly with the dash-mounted gear lever but if the optional dual seat was included it would be a tight squeeze.
• ON THE ROAD
With all Fiat's claims for car-like driveability we were expecting great things from the Scudo and in terms of pure driving it delivered with aplomb. The independent suspension gave a soft ride which was unflustered whether fully laden or empty. If this sometimes means poor road holding the Fiat is without doubt an exception. The absence of anti-roll bars is noticeable but the lateral supports on the seat uprights prevent any sliding around and the nicely weighted power-assisted steering is responsive and direct. Overall it never feels like it's going to lose traction.
If anyone has a fear of driving vans they needn't ADITy with the Scudo. It feels about as big as a Sinclair C5 and probably as light. This is mainly due to the steering and the very successful dash-mounted gearstick. This requires minimal effort to reach and to operate as the change is light with no noticeable baulking. In short, taking the lead from a famous Italian chocolate ad we can only say "Eceellente.