Iveco Turbo Dail
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It was inevitable that when Iveco and Ford joined forces in 1984 something—not least in the two companies' product line—would have to give. One of those products was the 3.5-tonne version of the Iveco Turbo Daily: why queer Ford's pitch with the Transit? The Daily was never in the same class; with its separate chassis design it couldn't compete in terms of unladen weight with true one-tonne panel vans. While the Transit was given a free rein up to 3.5 tonnes the Turbo Daily was left to compete further up the weight range, between four and six tonnes GVW.
Then in July 1993 Iveco Ford announced that the 3.5-tonne Daily would be returning, though unlike its heavier brothers, the non-HGV range would be solely badged as an Iveco product and sold through a franchised network of "Daily Specialists". Like the four to six-tonne models the 3.5-tonners are powered by the 2.5-litre direct-injection Sofim diesel in three power ratings. The choice of van and chassis cab is also carried over.
Of the three versions on offer (see tint box) the most powerful is the 116hp charge-cooled 35.12. Commercial Motor recently tried out a long wheelbase high-cube van to see if the trip down the weight range is worth it.
Access into the Turbo Daily cab is good. The wide door aperture allows you to get in and out (facing forwards) with ease so for delivery work it's ideal.
In the past the Daily suffered from a reputation for poor build quality—the first vans were real rust buckets. Iveco looks to have taken that criticism to heart. The standard of finish on '94 models is considerably better and while the driving compartment is not the most imaginative in terms of materials or colour it looks robust and easy to keep clean.
The dash is simple and straightforward. We like the little test button on the dash for fuel, engine temperature, glow plugs. brakes and fuel filter. The rev counter is clearly marked and well placed.
All controls are easy to use although it's a bit of stretch to reach the handbrake. The heater fan needs to be more powerful too.
Visibility from the driver's seat is above average although in wet weather the wipers leave a noticeable section in the top middle of the screen unswept. However, the solidly also mounted mirrors give a good view.
The 2.5-litre in-line four Sofim engine has a commendably short glow-plug time and starts with the distinctive Di clatter we've come to expect from it. As always it's at its best when working hard. There's plenty of mid-range power at 3.5 tones with the charge-cooled diesel pulling well down to 1,500rpm. But if you want to keep the momentum up you've got to keep the engine spinning around 2,5003,50Orpm and be prepared to rev it right to the end of the green at 3,700rpm before changing up.
Such is the power (and the robustness of the TurboDaily's clutch) that you can pull away in second on the level. Considering the awkward dog-leg position of first on the five-speed box that's probably just as well for you're tempted to ignore it. With only 2,000km on the clock the Iveco box was also a tad notchy, especially when cold, although we'd hope this would improve with time.
Considering the 35.12's high frontal area we expected the 35.12 to struggle on the motorway. However, it managed a steady 70mph surprisingly well.
The one thing that will need more work is interior noise levels. To be fair big volume vans are probably the worst things to keep quiet. But even a full bulkhead and some liberal application of noise insulation material into the Luton head did little to reduce the roar of the Sofim diesel.
The long-wheelbase High Cube's ride is nothing to write home about. The best way to describe it is to say it's like your average Continental 7.54onner: softly sprung and apt to wallow over the wrong kind of road.
However, roll stability is not bad and in strong cross-winds on the motorway it proved reassuringly solid. Despite a lack of headrest we liked the driver's seat which was firm and supportive.
The best part of the Daily's handling package is undoubtedly its power-steering. And considering how much muscle you'd need to manoeuvre a van of this size at low speed it's just as well it's .fitted as standard.
Directional control is excellent and there's just the right amount of feedback too. Add to that an impressive turning circle for such a long wheelbase and no-one will be afraid to jump into inner city traffic with the 35.12.
The disc brakes on our van were also rather fierce—a gentle touch was enough to remind you they were on and working. They could be more progressive.
And so to the business end. With 15.4 cubic metres of volume (the biggest Transit has "only" 12m3) and an interior height of 1,880mm it's not hard to see what people will want from the High Cube van. A neat step in the back bumper allows easy access into the back. But why put all the rear lights in the bumper where they're most vulnerable in a shunt? The full-height rear doors swing back to 180'; and by releasing simple pins in the restraining straps to 2700. Should you lase the pins,vvhich are retained on chains, a galvanised nail would do just as well. A plywood lining had been added to the interior of our van. For protecting the walls from damage and keeping residuals up it's well worth the money.
The High Cube's GRP roof extension allows light through to the load area so you don't have to blunder around in the dark.
The side-loading door is wide enough to take a Euro-pallet. The sensible use of min handles means that it's easy to open and close too.
One neat touch is the pedal lock which stops the door sliding back closed when you're parked on a slope.
With such a large body and a separate chassis don't expect to carry much weight in the 3.5tonne Turbo Daily: the 35.12 offers only 1.12 tonnes.
However, most potential buyers will clearly go for cube rather than weight. Unless you need that greater capacity offered by twin rear wheels the 35.12 can make do with singles at the back.
Who will want a High Cube Turbo Daily at 3.5 mimes? It's a question that lveco Ford has no doubt asked itself. Express parcel companies, laundries, glazing contractors; in fact any one that's desperate for up to 15.4m3 without breaking through the 0-Licensing and tachograph barriers.
But that hardly adds up to big numbers. Or as the salesmen say when talking about low volumes "A niche market player".
E by Brian Weatherley