The Italian mute
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The UK specialist 4x4 market is as niche as it gets, but lveco's all-wheel-drive Daily refuses to be pigeon-holed.
Words/Images: Brian Weathertey Markets don't come more niche than civilian 4x4 trucks above 3.5 tonnes. In an average year. UK sales barely reach 120 units. So why bother for such small numbers? Possibly because those who want a dedicated 4x4 truck tend to put vehicle performance ahead of the price tag. And that's probably why Mercedes-Benz. MAN and Iveco are prepared to compete with smaller specialists for the slim pickings (in terms of volume) in the market. Those looking for the ultimate go-anywhere machine will have Merc's Unimog at the top of their list. But prices for the entry-level Unimog U300 or U4000 start at about £75,000, and neither are available below 7.5-tonne GVW. If you want something less 'extreme' and at a lighter GVW, the choice narrows down to the Ford Transit AWD. the M-B Sprinter 4x4 at 3.5 tonnes or fivc tonnes. or the larger Vario at six tonnes. Alternatively. there's Iveco's 4x4 Daily at 3.5 tonnes and 5.5 tonnes, and last, the Italian
Bremach. with the same three-litre Iveco engine as the Daily, imported via Norfolk Truck & Van. at six tonnes and 65 tonnes GM.
lveco's 4x4 Daily chassis cab comes with a choice of day or crew cab, and is capable of taking a variety of bodywork in the case of our 35S17W test truck, a robust-looking Ingimex alloy dropside tipper.
Now's the time to mention that, at 3.5 tonnes, the day-cab Daily 4x4's carrying capacity is pretty limited. The extra drive-axle, transfer case. heavy-duty chassis and suspension all eat into its tare weight, so. at 3.5 tonnes, you're barely hauling 600kg in the back of the body.
Indeed, we struggle lo see a market for the 35-tonne Daily 4x4 (and reckon lveco will, too). But at 55 tonnes, its a different picture, and here the 55S17W starts to make sense thanks to a far more practical 2,100kg payload.
Conversion
So why drive the 3,5-tonner? Because 'Yee° wanted to make the demonstrator available to most drivers. But since its cab, drive-train, chassis and suspension are virtually identical to the 5.5-tonnefs, its still worthwhile.
Unlike the EuroCargo 4x4, the Daily 4x4 is actually a conversion. Iveco supplies a fully trimmed cab and engine to Italian light 4x4 builder SCAM, which provides the chassis, transfer box and driven front axle, before shipping the completed vehicle back to'lbrin for final quality control and sign-off:lb all intents, it's an Iveco product backed by a full-factory warranty and dealer network.
To find out how the Daily 4x4 delivers off-road, we took it to the Millbrook test track in Bedfordshire, which boasts an extensive and very sticky off-road track.
With its raised suspension and 'full off-road' 255/100R16 tyres. the Daily 4x4 cab sits up pretty high. Good for ground clearance, hut not for access, and while an additional bottom step helps, Iveco needs to fit another grab-handle on the left-hand side of the door aperture.
Once in the saddle, we had no complaints with the driving position or the support from the Isri seat.
The interior trim is also robust enough for a hardworking 4x4, although storage is limited in the day cab.
During the 30-minute drive to Millbrook from lveco's demo garage in Dunstable, we were pleasantly surprised by the Daily 4x4's on-road manners and it's in-cab noise levels, which are impressively low, but it's off-road performance was little short of a revelation.
Down and dirty -there wasn't much on the claggy, sticky track it couldn't tackle, apart from a steep sandy climb that's been known to defeat us in an MAN 8x8! The Daily's steering lock is also good. while the wheel itself is well isolated from the nasty kick-backs often found on other 4x4s.
Alongside the normal six-speed box is a two-speed transfer-case with two selector levers on the floor by the driver's left hand, providing a total of 24 ratios. The first range (operated by the longest lever) offers a 4x4 'lite' to the existing four-wheel-drive. The second lever engages a much deeper 'lo' off-road ratio for real mud-plugging.
With the latter in play, first gear on the main six-speed box becomes the ultimate crawler, moving the 4x4 forward at little more than a slow walking pace.Throw in standard rear and centre, and optional (at £845) front-axle dill-locks. electro-hydraulically activated via a dash-mounted panel, and you can play any off-road tune you want.
On deeply rutted tracks (and we mean deep), with lo-ratio engaged. the Daily 4x4 moved forward confidently.
Entering Mil!brook's deep wading pool, we found the Daily having to perform as an ice-breaker — below the surface water was an inch-thick-plus laver of ice!
The Daily battered its way through it with little fuss. It wasn't until we stopped did we notice that the ice was thick (and strong) enough to 'modify the front bumper.
One of the more intriguing aspects of the Daily 4x4. though, is Iveco's pricing policy, which looks competitive with a 3.5-tonne day cab chassis retailing at £37,850 and a 5.5-tonne crew cab going for £44,050.
Why pay through the nose for off-road performance when a Daily 4x4 will get you there for a lot less? m