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Take your pick: Fiat Scudo review

Item: Take your pick: Fiat Scudo review
Author: Andrew Charman

Should you choose Fiat's medium van over its Stellantis sisters?

Andrew Charman 11 August 2025

Specification

BiK: 100

What is it?

The Fiat Scudo is a typical medium-sized panel van – in fact, more than typical, as this vehicle, on sale since 2022 and significantly facelifted in 2024, is one of those joint efforts between manufacturers that sees differently named vans being basically the same underneath.

Effectively identical siblings to the Fiat are the Citroën Dispatch, Peugeot Expert, Toyota Proace and Vauxhall Vivaro. The only differentiator is in the nose styling and the standard equipment lists.

There are two body lengths available for the Scudo – the L1 model tested by Business Vans has an overall length of 4.96 metres while there is an extended L2 version of 5.3 metres – this is achieved by an extended rear, both versions having a 3.3-metre wheelbase. There is only a single roof height of 1.3 metres.

These dimensions translate to 5.3 cubic metres of load volume in the L1 model and 6.1 cubic metres in its larger sister. A load length of 2.51 metres in our L1 van can be extended in 3.67 metres with the optional load-through feature folding the passenger seat out of the way to reveal an aperture in the steel bulkhead allowing long items to extend into the cabin – the equivalent figures in the L2 are 2.86 and 4.02 metres, while both vans have a load height of a shade under 1.4 metres.

Loading is easy; as well as the wide-opening rear doors, all versions of the panel van come with sliding doors on both sides as standard, while there are six lashing points mounted in the floor – L2 models add an extra pair. Maximum payloads range from 1 to 1.38 tonnes.

Three combustion engine options are available for the Scudo, all versions of Fiat’s Multijet diesel. Our test vehicle came with a mid-range 2-litre 145hp unit, with 340 Nm of torque, combined cycle fuel economy of between 34 and 38mpg and CO₂ emissions ranging between 191 and 216g/km. It’s matched to a six-speed manual gearbox.

Entry-level is a 1.5-litre unit with 120hp and 300Nm of torque, again with a six-speed transmission, while there is a second 145hp unit with 370Nm and an eight-speed auto transmission, plus the range-topping 180 Multijet, offering 177hp and 400Nm, again with the eight-speed auto ‘box and only available in top-spec Onyx form.

Two more versions of the Scudo are available – a crew van with a second row of seats separated from the load department by the steel bulkhead, and an electric panel van with a 75 kWh battery offering a WLTP combined official range of up to 219 miles between charges. It too can take a payload of up to one tonne with no compromise on load space.

Scudo buyers have a choice of three trim levels, the plain entry model, the Primo which we are testing and an upmarket Onyx which is unlikely to appeal to many commercial users. It is supplied exclusively with the largest engine and also styling graphics, but its other various bespoke standard features such as wireless phone charging and keyless entry can be ordered as options on the lower trims.

Standard equipment is plentiful particularly in the area of safety, which includes up to 13 active and passive systems. ADAS electronic aids on our version extend to traffic sign recognition, lane departure warning and a rear-view camera system visible through the 10-inch infotainment screen that sits atop the centre console. Euro NCAP awarded the Scudo a four-star rating when it was crash tested by the safety body.

The infotainment screen is fully compatible with Apple CarPlay and Android Auto smartphones, and for Primo buyers also get built-in navigation, an option on entry models along with voice control. The driver has their own 5-inch digital display showing important information such as vehicle speed, fuel consumption and speed limits.

Other standard features include manual air conditioning and electrically adjustable and heated folding door mirrors. The central of the three seats also folds down to become a table for working on. Primo buyers get the load-through feature and an alarm as standard, both being options on the base model.

An interesting option is grip control – this helps the front-wheel-drive powertrain keep going on less than perfect surfaces by managing the electronic stability program. It comes with four deriving modes, dubbed asphalt, snow, sand and mud, plus a setting which disables the ESP.

Scudo prices start at £30,285 on-the-road plus VAT, with our Primo with the 145hp engine costing from £34,260. A three-year 100,000-mile warranty is also standard.

What do we think of it?

Vans are primarily bought to carry things, and so on testing the Scudo the first focus was on the load bay. It’s a sensibly shaped box with no significant intrusions, wide enough to take a Euro pallet and while some rivals offer a little more space, the fitting of sliding doors on both sides as standard is a definite plus. They could be a little bigger perhaps, but we’ll take the second door over cavernous openings any time.

Another plus – a properly strong steel bulkhead completely separates the load bay from the cabin, adding extra safety and also keeping extraneous noise from the cargo away from the human occupants. With two lengths there should be a Scudo option to suit most users.

Fiat describes the Scudo cabin as car-like and it’s easy to see why. The driver’s seat is easy to adjust to offer the best comfort, particularly relevant considering the amount of miles the average user will be expected to clock up in this van. While the central touchscreen dominates matters there are physical controls for the more essential functions, plus a chilled glove box and underfloor stowage under the centre seat.

The driving position is slightly lower than in some rivals which again makes it feel more car-like, a sensation which is further confirmed once on the road. The Scudo cabin feels refined on the road with the only noticeable noise when the engine is revved hard.

Ride quality is good with only the worst road imperfections disturbing the interior ambience. The steering is light enough to make negotiating city centre or industrial estate roads easy, and weights up reasonably well once at higher speeds. While at its best when loaded, the van is also well-controlled when empty.

A definite desirable option on our test vehicle is the digital rear-view mirror, a significant safety aid particularly with there being no normal view out back due to the solid bulkhead and rear doors. While it takes a little getting used to, the digital mirror offers a better view than a conventional glass item, particularly in low-light and dark conditions.

One issue we did have in our test vehicle was a very notchy first gear – to the point where we preferred to pull away in second. This could of course have been a one-off issue with our vehicle. Apart from that the only other significant minus points were the manual handbrake lever – it seems a bit last-generation in today’s market especially as the EV gets an electric one, and a centre cabin seat which is really rather small – long journeys will be significantly more comfortable with two up rather than three.

Overall, the Scudo is a competent, practical van, but it will be to little surprise that it matches its siblings in this respect. For the savvy buyer the recipe to follow will be a tour of dealers to discover which is offering the best deal on what are very similar vehicles.