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It's a bright new Daily
Page 60
Page 61
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The Iveco Daily van has always been seen as a dependable workhorse. But now, with input from a leading Italian designer, it is also a driver's delight. Cohn Barnett reports.
Iveco's new Daily is now on sale here, and if it gets pushed as aggressively in the showrooms as it was at the UK press launch it should be an overnight success. Phrases such as -not a facelift of some tired old European standard" gave an indication that the Italians intend taking no prisoners with their new offering.
This attitude is backed up by the claim that -despite the clear resemblance to the outgoing model aft of the windscreen every panel is new, as is the whole interior.
Under the bonnet all is much as before, although power outputs have been raised and EGR has been added to deliver Euro-4 emissions levels.Two distinct 16-valve commonrail engine drivelines are offered: a 2.3-litre with five-speed box and a 3.0-litre six-speeder. Outputs range from 96 to 176hp, although the smallest will only appear in the low salesvolume 3,200kg 29L10 variant.
As with the old Daily,there are three separate chassis lines. The lightest-duty L Class is now only available here as the 29L10, mentioned above; the most prolific will be the S Class, available only at 3,500kg; while the heavy-duty C Class frame will support 3,500kg twin-rear wheel models and everything above that weight (up to 6,500kg). Iveco bosses plan for the Daily to close the gap on the Eurocargo.but not all the way to 7 ,500kg, There are half a dozen wheelbase options, from 3,0(X) to 4,750mm. and three roof heights giving volumes between 7.0 and 17.2m3. Prices rise by 1 % on the old Daily, with vans starting at £16,400 for the 29S10 low roof, through £20,200 for a short and low 35S12, to the 17.2m335S18 at £24,650.
On the road
The UK launch consisted of a 140-mile circular route from Coventry to the Cotswolds and back via the Fosse Way and the M40, with a vehicle swap halfway. For the first part of the run we drove one of the largest models in the range; a 65C18 chassis-cab with a Boalloy Luton body from the off-the-shelf "DriveAway' range.
The first impression on climbing aboard is that the driving position feels familiar but the view is totally different. Although the steering column position is fixed, the seat has a wide enough range of adjustment to ensure a comfortable position for most The controls are all logically placed and easily reached.
The dash design is all new, but with a history. It was originally used by top Italian stylist Giorgctto Giugiaro (also responsible for the Daily's new exterior) on a concept car a few years ago. Since then it has been waiting for a suitable production application to come along. It is built around a dark, full-width T-shaped element containing the controls and instruments, superimposed on a lighter background housing an impressive array of storage facilities. It features Iveco's first dashmounted gearshift.
Once under way, the new Daily's biggest change is soon obvious. The old Daily felt like a van built by a truck maker, a point we've never shied from making in the past, but the replacement brings levels of refinement that are totally new for Iveco.
No longer does the Daily need any excuses in comparison with its rivals. Noise, vibration and harshness levels are drastically reduced, and the build quality and structural rigidity are improved to the point that any odd minor rattle such as a mobile phone in a dash bin stands out. Even at higher speeds, the only identifiable noise is a minor degree of combustion rattle under certain engine loads.
Although the 176hp engine could be said to be over-specified for a 3,500kg Daily, it is just about right at 6,500kg. All the vehicles at the launch were loaded with about half their potential payload, and at around 5,000kg there was still plenty of performance in reserve.
More impressive than the power was the flexibility of the 400Nm 3.0-litre engine, requiring considerably less use of the sixspeed box than you might expect. Following an over-optimistically driven eight-legger down the undulating Fosse Way, we only needed to change from sixth on the very worst hills when its speed dropped well below 40mph.
Incidentally, as an exercise we limited our speed to the 90km/h (56mph) that we will soon have to get used to on big vans. The effect was surprisingly relaxing, and once the world gets used to it the reduction will probably reduce the average van driver's daily stress levels.
The second half of our journey was in what is likely to be one of the biggest-selling Dailys, a 35S I 2V. The combination of 3,950mm wheelbase and high roof gives a load volume of 15m" and enough room for a near-six-footer to stand on an empty pallet. Access to the load bay is via large doors on the rear and nearside, aided by conveniently sited grab handles. Once the 90° stops are unlatched. the full-height rear doors open to 270' where they are held by magnetic catches.
We counted at least a dozen tie-down rings (although there might have been more), and the vulnerable lower flanks of the interior are well protected by bracing box sections.The over-cab space has a plastic floor with bungee loops.
The central locking has a single button that locks all the doors, with separate buttons for locking the cab and loadspace doors independently. One nice touch is a pair of gromtneted factory-drilled holes at the rear of the roof, ready for fitting a light bar if required.
Although the big van was fitted with the lowest-powered engine from the 3,500kg line-up, its 116hp proved quite up to the task. Inevitably the gearbox needed bothering more frequently. but the 270Nrn spread from 1,800 to 2,800rpm still gave impressive flexibility. Again, the level of refinement was generally high in this variant, although the five-speed box proved noisier than expected—especially in the lower ratios.
One area that deserves singling out for praise is mirror design.A large plain lens is backed up by an almost equally large and highly effective wide-angle lens that shows overtaking vehicles until they are well into peripheral vision as well as the ground almost up to the front door. Other makers should look and learn. •
Vehicle specs
priveline
Designation Capacity
10 2.3-litre 12 2,3-litre 15 3.0-litre L18 3.0-litre
Power Torque
96hp GO 2,700-3,900rpm 240Nm 1,800-2,600rpm 116hp @3200-3,90Orpm 270Nm @ 1 ,800-2,80Orpm 146hp (4) 3.000-3.500rpm 350Nm © 1 ,400-2,60Orpm 176hp OP 3.200-3.50Orpm 400Nm © 1 ,250-3,000rpm
AT A GLANCE
lveco Daily
WHAT'S NEW?
V Everything except drivelines. and they are up rated
HIGH RISK?
al Old model's truck-like reputation to overcome WORTH A PUNT? II Best Daily ever
A lot more van for 1% more cash
THE VERDICT
The old Daily was a good gaffer's motor—the new model adds driver appeal to the equation.
It didn't win the Van of the Year award, but it certainly takes CM's 'Most Improved' rosette.