The rights of van
Page 32
Page 33
If you've noticed an error in this article please click here to report it so we can fix it.
Bill Brock has been testing Fiat Daily vans — the petrol engined 35.8 and the dieselpowered 35.9. He found much to praise but came away wondering whether the power output in both cases was sufficient
EARLY this year IVECO extended the Fiat Daily van range by introducing two petrol-engined versions. One is the short wheelbase 30.9 model rated at 3 ton gross which, with single rear wheels, keeps below the 1,525kg kerbweight plating and testing limit. The second is the 35.9 wheelbase model, of 3.2m (10ft 6in), which, like the dieselpowered 35.8 model, is a 3.5 tonne gvw panel van.
We have just compared the 35.8 and the 35.9 models over CM,s light van route.
Differences emanate from the alternatives in power sources. The petrol engine of just less than 2 litres capacity, revving Just a little faster, produces most power and marginally more torque than the larger and heavier 2.44 litre (149.2cuin) diesel unit.
Irrespective of this, the petrol engine drives through a smaller clutch to the same type of gearbox and rear axle. Originally the petrol engine was developed for, and has been successfully fitted to, a light on/off road vehicle, the Campagnolo, used in large numbers by the Italian military.
When chosen to power the Daily, the clutch assembly came with it. The unladen height of 0.72m (241/2in) is quoted as just a few mm less for the 35.9 petrol version.
Closer examination shows a difference in the rear springs. On the petrol model the dual stage rear suspension comprises four thin and three thick leaves, while for the diesel model, which also has seven leaves, six are thin and one is thicker. However, each suspension is said to give the same spring rate.
The two batteries are rated differently. A heavier duty one is supplied on the diesel van to give the extra starting performance required.
Overall weight is affected mainly by the different power units. The 35.9 petrol panel van with a kerb weight of 1785kg (1 ton 15cwt) gives a benefit of about 175kg (3.5cwt) in payload terms over that of the diesel version.
Body dimensions are similar but the two test vehicles were fitted with different bulkhead options. A single panel on the petrol vehicle gives protection to the driver's seat only, while a full width bulkhead on the 38.5 model separates the cab completely from the load area but includes a folding door behind the passenger for access.
Only on the long wheelbase model is a side loading door provided as standard, giving access to its 9.8cum (346cuft) capacity. A good square shape with side panels which taper slightly in towards the roof allows most of the floor space to be used up to full load height.
Large wheel arches encroach into the 3.56m (lift 8in)-long floor space but are squared off and flat topped. The spare wheel is also housed inside the cargo area, but both jack and wheel brace are stowed beneath the bonnet.
The Daily's unladen floor height of just over 0.6m (24in) is surprisingly low when it is considered along with the large 16in spiggot mounted wheels. Two large rear doors open fully to 180 degrees and can be held at 90 degrees. A foot bar and handle make entry all the easier.
The semi-forward control layout means that the cab doors are positioned just behind the front wheel arches, allowing a low step height. Driver and twin passenger seats are covered in an attractive striped cloth material and ribbed rubber mats cover the floor area. The grooves in the mat run front to rear making it less convenient to sweep out.
On both test vehicles there are minimal stowage facilities: only a centrally mounted oddments tray and narrow parcel tray beneath the facia on the passenger side. Door pockets are promised on later production vehicles.
Instrumentation, viewed through the two-spoked steering wheel, covers the essential functions such as speed, fuel and engine temperature, while a row of square lamps are included to indicate a failure in ignition or oil pressure and use of direction in dicator, main beam, park braki and hazard warning lights. 01 the 35.8 diesel model an addi tional lamp is included for thq cold start device.
For the first start of the day thi ignition key may be rotated par way until the lamp goes out. TI-H manifold heater is then ready fo the engine to be fired.
The diesel-powered van wa: put around the route, first with i full load with which it returnec 10.881it/100km (25.96mpg) anc then unloaded, when it im proved to 9.3 3lit/ 1 0 0 krr (30.25mpg).
Though the driver's seat ha: all the advantages of adjustmen. fore and aft and to the back res. angle, it restricted initial entr) but was comfortable to sit in The steering wheel, set at an an gle, seemed to be high bu. needed just four turns lock tc lock, gave fairly direct response and was easy to manoeuvre
down to slow speeds.
Visibility is good close up to the front of the vehicle both above screen height and at ground level. However, the precise location of the front of the bonnet for tight parking or restricted manoeuvring has to be estimated as it is not easily seen from the driving seat. Large, sturdy rectangular rearview mirrors, adjustable from within the cab, give excellent vision behind.
The front wheel arches restrict floor space but sufficient room remains for the steel treadle type accelerator pedal and two goodsized rubber covered pendant pedals for brakes and clutch.
The roof lining extends back as far as the bulkhead behind the seats and adds to the visual appeal and comfort of the cab.
Three levers control the ventilation and heating system, and are all the more efficient when they serve only the confines of the cab area.
On the road, the four-stroke diesel engine, rated at 51.5kw (69bhp) worked hard and required consistent gear changing to keep up with other r?ad traffic.
Noise levels inside were low for two reasons. the bulkhead insulted the cab from the load area and the body itself is mounted with rubber pads separating it from the vehicle's chassis.
Fuel consumption for the petrol-engined 39.5 model fared slightly worse with figures of 13.4Iit/100km (21.08mpg) laden and 11.31it/100km (25mpg) empty, but this is still good for a panel van when it is related to the payload and gross vehicle weight. Again, the petrol version had to work hard, which raises the question of whether the power output of both is adequate.
On the track, under maximum braking, the vehicles stopped from 40mph in less than 25m (80ft), recording peak decelerations in excess of 0.85g with only the front discs locking up. The rear axle is protected by a load sensing device so it did not lock at any time.
Under normal running the front discs developed an annoying squeak which persisted after each brake application. This is surprising as the valve is fitted to prevent excessive use at low speeds.
The synchromesh gearbox gave fault-free changes up and down the box but the spring protecting reverse is heavy to overcome.
Daily service check points are mostly located beneath the bonnet. Battery, coolant, oil, brake fluid and windscreen wash can all be easily and quickly attended to.
For both of the test vehicles, releasing the bonnet catch presented something of a problem. I found there was just not enough room to squeeze my fingers through the narrow gap between the bonnet and the top of the grille surround to push off the safety catch.
The body style is distinctive and roomy yet claims a lower drag coefficient than is quoted for some saloon cars.
lveco's protection against corrosion employs the most advanced techniques including cathodic electro coating and oven baking to ensure a resilient paint covering for even blind panels. Joints are sealed with PVC and box sections are injected with a waxed base material.
A power-to-weight ratio of 17.1kw/tonne (22bhp/ton) for the petrol model and less with the diesel gives poor performance figures for both vehicles but the fuel consumption compensates for slow journey times. The 3.5 tonne panel vans offer good volume and payload to the user. The small step behind the side door might be enlarged to give a safer entry, and a more secure stay for the rear doors may save some dented panels.
With the full width internal bulkhead, the Daily is a quiet, comfortable and pleasant vehicle to drive even though it needs to be driven hard at times to keep up. The addition of the petrol engine to the range will add to its overall popularity.
In Germany the 2.5 litre Sofim diesel engine carries a warranty period of 24 months without restriction on mileage because that is what is expected by operators.
If similar terms were offered in the UK it could only increase demand for a range which is sure to succeed given time.