Unadventurous, derivative, dull; These classes and others like them are becoming harder to level in today's panel truck. This category of commercial vehicles were once the very embodiment of the operation of forms, but in recent years by leading manufacturers posted their designers somewhat, allowing them the freedom to inject a spark of creativity to the mix. When choosing a modified panel van for your business to a large extent an exercise in statistical analysis, now buyers must also ask what model most like the look.
There are certainly some obvious future panel trucks out there right now, but manufacturers are still reluctant to bear the cost of developing these vehicles only. So we see new models brought to market by producer groups to each make of vehicle branding as their own. This Scudo, like his predecessor and elder brother, the Ducato, is a product of Fiat's alliance with PSA Peugeot Citroen, so you also get badged as a Citroen Dispatch and Peugeot Expert. It's an unorthodox-looking van whatever insignia decorates a mask with steeply raked windshield, a huge front bumper and dramatically elongated headlamps. The styling themes are definitely more Peugeot than Fiat with the large front overhang and the bonnet that rises at the edges before easing up into the A-pillars. Half close your eyes, stand on your head in a fog in the morning, you could almost mistake for a 407.
The Scudo is one of the smaller panel vans you will find the shopping search your vehicle, but especially not as small as the old model Scudo be replaced. During the marathon participants who ran 1995 - 2007, that model sold about 350,000 units in part because there was nothing else quite like it on the market in terms of size - with the obvious exception of the Citroen and Peugeot vehicles sister. When the old Scudo placed on land does not van between smaller panel vans like the Volkswagen Transporter and larger trucks just like the Transit Connect Ford, this model goes head to head with the first team. If you are going to beat these rivals on an equal footing should be good.
The Scudo range is much wider than before. Buyers can vary the available load space in the model by choosing from two wheelbases (L1 and L2) and two roof heights (H1 and H2). This creates Payload capacities between 1.000 kg and 1.200 kg of cargo volume of 5m3, 6m3 or 7m3. The Scudo offers a class-leading loading height just 490 mm (which the optional air suspension can be reduced further) and impressive load access with full height rear doors and a sliding side door on each side. With openings of 924 mm wide, those sliding side doors are big enough to take a standard Euro pallet. This, along with 1,245 mm loading width between arches and the square shape loadbay generally helps make the Scudo one of the best panel vans when it comes to receiving larger items.
Models and panel van, Fiat also offer a platform cabs ready to take any kind of conversions and Combi models with five to nine positions aimed at taxi companies and even buyers with large families who may be aware of a large MPV. The area of the cabin is surprisingly roomy for two passengers with the firm, supportive seats and plenty of adjustment in the driving position. If you set the front bench, waiting to get in the first three series may be disappointed with the dash-mounted gear lever severely restricts legroom for the middle passenger.
The light gray plastic variety is soft-touch, but they do seem tough and the layout of controls is largely conventional with all the important things are on the wheel itself. For storage there are narrow door pockets, a large container in front of the passenger and a small glovebox but you might need that third front to sit on larger issues. The overhead shelf increases the remnant space available but must rise up and feel about blindly for anything you put there, so leave that box of roofing tacks in the glovebox. Standard equipment includes a stereo CD, power steering, central locking with remote control and driver seat height adjustable.
The cabin Scudo is significantly lower than other vans team and this has advantages when it comes to getting in and out. No need to lift you up in the driver's seat, and once you're there, the actual driving position is more like that of an MPV than a van. This has advantages in terms of comfort on long journeys but you loose a little out of view. The Scudo sits a long way behind the base of the steeply raked windshield, so it's difficult to pinpoint when the nose of the truck is in park and maneuver the large front overhang means that the turning circle is not very strict.
On the open road, the Scudo is very pleasant to drive with care of the suspension bumps admirably and the light steering easily adjustable. The Scudo corners with good body control for such a high-sided vehicle and the braking is assured with ABS and EBD, standard. Without a full skirt, the noise in the cabin is quite high, but the diesel Multijet is obviously strong.
Do not let the necessary measures 1.6-liter entry-level engine Scudo to put you off. This chip 90bhp unit with a sizable 180Nm torque and will be more than sufficient if you do most of your driving around town. The 2.0-liter is stronger for those carrying larger loads on long journeys. There is a choice of 120bhp or 140bhp power here and that means torque of 300Nm or 320nm, both humble 2.000 rpm. These are excellent commercial motor vehicles with a strong economy and power enough to make you question the need for lager 2,5-liter employed by some rivals. The 120bhp 2.0-liter is probably the choice of the series.
There are certainly some obvious future panel trucks out there right now, but manufacturers are still reluctant to bear the cost of developing these vehicles only. So we see new models brought to market by producer groups to each make of vehicle branding as their own. This Scudo, like his predecessor and elder brother, the Ducato, is a product of Fiat's alliance with PSA Peugeot Citroen, so you also get badged as a Citroen Dispatch and Peugeot Expert. It's an unorthodox-looking van whatever insignia decorates a mask with steeply raked windshield, a huge front bumper and dramatically elongated headlamps. The styling themes are definitely more Peugeot than Fiat with the large front overhang and the bonnet that rises at the edges before easing up into the A-pillars. Half close your eyes, stand on your head in a fog in the morning, you could almost mistake for a 407.
The Scudo is one of the smaller panel vans you will find the shopping search your vehicle, but especially not as small as the old model Scudo be replaced. During the marathon participants who ran 1995 - 2007, that model sold about 350,000 units in part because there was nothing else quite like it on the market in terms of size - with the obvious exception of the Citroen and Peugeot vehicles sister. When the old Scudo placed on land does not van between smaller panel vans like the Volkswagen Transporter and larger trucks just like the Transit Connect Ford, this model goes head to head with the first team. If you are going to beat these rivals on an equal footing should be good.
The Scudo range is much wider than before. Buyers can vary the available load space in the model by choosing from two wheelbases (L1 and L2) and two roof heights (H1 and H2). This creates Payload capacities between 1.000 kg and 1.200 kg of cargo volume of 5m3, 6m3 or 7m3. The Scudo offers a class-leading loading height just 490 mm (which the optional air suspension can be reduced further) and impressive load access with full height rear doors and a sliding side door on each side. With openings of 924 mm wide, those sliding side doors are big enough to take a standard Euro pallet. This, along with 1,245 mm loading width between arches and the square shape loadbay generally helps make the Scudo one of the best panel vans when it comes to receiving larger items.
Models and panel van, Fiat also offer a platform cabs ready to take any kind of conversions and Combi models with five to nine positions aimed at taxi companies and even buyers with large families who may be aware of a large MPV. The area of the cabin is surprisingly roomy for two passengers with the firm, supportive seats and plenty of adjustment in the driving position. If you set the front bench, waiting to get in the first three series may be disappointed with the dash-mounted gear lever severely restricts legroom for the middle passenger.
The light gray plastic variety is soft-touch, but they do seem tough and the layout of controls is largely conventional with all the important things are on the wheel itself. For storage there are narrow door pockets, a large container in front of the passenger and a small glovebox but you might need that third front to sit on larger issues. The overhead shelf increases the remnant space available but must rise up and feel about blindly for anything you put there, so leave that box of roofing tacks in the glovebox. Standard equipment includes a stereo CD, power steering, central locking with remote control and driver seat height adjustable.
The cabin Scudo is significantly lower than other vans team and this has advantages when it comes to getting in and out. No need to lift you up in the driver's seat, and once you're there, the actual driving position is more like that of an MPV than a van. This has advantages in terms of comfort on long journeys but you loose a little out of view. The Scudo sits a long way behind the base of the steeply raked windshield, so it's difficult to pinpoint when the nose of the truck is in park and maneuver the large front overhang means that the turning circle is not very strict.
On the open road, the Scudo is very pleasant to drive with care of the suspension bumps admirably and the light steering easily adjustable. The Scudo corners with good body control for such a high-sided vehicle and the braking is assured with ABS and EBD, standard. Without a full skirt, the noise in the cabin is quite high, but the diesel Multijet is obviously strong.
Do not let the necessary measures 1.6-liter entry-level engine Scudo to put you off. This chip 90bhp unit with a sizable 180Nm torque and will be more than sufficient if you do most of your driving around town. The 2.0-liter is stronger for those carrying larger loads on long journeys. There is a choice of 120bhp or 140bhp power here and that means torque of 300Nm or 320nm, both humble 2.000 rpm. These are excellent commercial motor vehicles with a strong economy and power enough to make you question the need for lager 2,5-liter employed by some rivals. The 120bhp 2.0-liter is probably the choice of the series.
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