The performance of the two variable geometry two litre engines is also excellent: the 140 bhp version takes the New Scudo to a top speed of 170 km/h, with fuel consumption of just 7.4 l/100 km in the combined cycle (the same values are 160 km/h and 7.2 l/100 km for the 120 bhp versions). The 2.0 120 Multijet delivers a maximum of 88 kW (120 bhp) at 4000 rpm (peak torque of 300 Nm at 2000 rpm), while the 2.0 140 Multijet delivers 100 kW (136 bhp) at 4000 rpm and torque of 320 Nm at 2000 rpm.

The secret of the three Common Rail turbodiesels is the second generation Multijet system; this is the state-of-the-art technology that manages high injection pressure (up to 1600 bar) independently of the engine speed and the quantity of fuel injected. Compression is not linked only to engine speed but to several parameters which are communicated to the control unit by specific sensors (air and diesel fuel temperature, engine revs, position of the accelerator, brake and clutch pedals, vehicle speed, air and diesel oil pressure).

The key element of this system is the electronic control unit, which commands a series of injections very close together (hence the name 'Multijet'). During each engine cycle, there may be as many as 5 injections instead of the usual two. Inside the cylinder, the same quantity of diesel fuel is burned, but it is broken down into numerous small bursts, making combustion more gradual. This guarantees 'smoother' operation in all use situations, outstanding elasticity and prompt reactions that make these engines very similar to petrol engines. The other advantages include quiet operation, reduced emissions and boosted performance, accompanied by engine efficiency that improves the driveability of the vehicle.


Superb dynamic behaviour

The structural layout of the New Scudo was designed to guarantee the best dynamic behaviour from the vehicle. To achieve this goal, the engineers worked on the structure of the bodyshell and the front and rear suspension geometry. The New Scudo can boast very high torsional rigidity, even higher than on the previous model: under stress, the bodyshell of the short wheelbase version of the new vehicle only deforms by 0.8 mrad.


Suspension

The suspension layout adopted on the New Scudo gives the driver total control over the vehicle's movements, guaranteeing stability, prompt reactions and pinpoint steering at all times, in all load conditions.

The front suspension is of the MacPherson type, with triangular lower struts and an anti-roll bar. The adoption of an independent wheel system allows strict control of the geometry which in turn means excellent behaviour on the road, outstanding comfort and a significant reduction in tyre wear.

The rear suspension is of the 'torsion axle' type, i.e. with a semi-deforming rear axle and Panhard bar. Popular on people-movers, on the new Scudo this architecture has been adapted to the more demanding load and working conditions typical of a light commercial vehicle: the end result is a good level of performance in terms of dynamic behaviour on the road, active safety and comfort.

The New Scudo can also be fitted with self-levelling air suspension at the rear. Standard or optional equipment depending on the market, this is an innovative feature that guarantees outstanding comfort, constant trim in all load conditions (vehicle fully laden or empty, goods positioned symmetrically or asymmetrically) and a constant overall height (below 1.90 m on the standard roof version). What is more, air suspension is also available with a loading floor height that can be adjusted manually (+/- 5 cm) to make loading/unloading operations even more convenient. For safety reasons, the trim position can only be adjusted when the vehicle is stationary and once adjusted it is maintained up to a speed of 10 km/h. Above that speed, it returns automatically to the normal on-road height.

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