THE NEW DAILY

Road Test

As we said back at the start of 2021, without the Daily, Iveco would be in a world of pain as a truck company in Australia, such is the reliance the company seems to have on the light duty cab-chassis truck/ light van range.

That seemed fairly flippant when we wrote it back In January, but now after the announcement that Iveco’s local manufacturing operation will be shutting down, the reliance on the Daily has only been further underlined.

Last year in 2020, Iveco sold 889 Daily light duty cab chassis trucks and 298 vans while it sold a total of 520 medium and heavy duty Eurocargos and Stralis models. In 2021 the final figures weren’t in when this story was being written, but it looked likely that they would sell just under 1000 Daily cab chassis, around 450 vans, and a total of around 450 medium Eurocargos and heavy Stralis combined. All that only underlines that Iveco’s reliance on the Daily is growing not shrinking.

For us the configuration of European sourced cab chassis trucks, derived from van designs, holds a lot of appeal. They deliver better ride thanks to the bonneted conventional design, with the cab sitting further back in the chassis and the driver and passengers not sitting directly over the front wheels.

So now months after the new Euro 6 compliant models hit the road in Australia we got the chance to sample both the

IVECO’S ANNOUNCEMENT THAT IT WILL SHUT DOWN ITS LOCAL ASSEMBLY OPERATIONS HERE IN AUSTRALIA HAS PUT MORE FOCUS ON THE COMPANY’S IMPORTED OFFERINGS AND THE MOST POPULAR VEHICLES IN ITS RANGE, THE DAILY VAN AND CAB CHASSIS TRUCK. THE LATEST EURO 6 COMPLIANT DAILY IS AN EXCELLENT OFFERING THAT WILL SURELY HAVE TO SHOULDER EVEN MORE OF THE LOAD FOR THE COMPANY IN THE FUTURE. WE HAD THE CHANCE TO DRIVE BOTH DURING A BRIEF TEST IN MELBOURNE RECENTLY AND FOUND THAT THEY HAVE PRETTY BROAD SHOULDERS AND SHOULD HAVE NO TROUBLE COPING WITH THAT EXTRA RELIANCE IVECO WILL DEMAND.

van and light truck in a day rambling around Melbourne, starting at the historic Iveco plant in Dandenong, that just weeks later would be the subject of the release announcing the shutdown of local manufacturing.

Of course that will have little effect on the Daily, it has always been fully imported. There are some who believe that throwing off the shackles of local manufacturing may free up Iveco and give it more price competitive vehicles. It is also believed that in reality the trucks Iveco was turning out of the production line had little local content or input in recent times. So now the decision has been made, it’s time for the Italian company to get on with it.

First up we slipped behind the wheel of the Daily Van with the mid-range 50C assigned to use for our test. We say mid range because it sits between the smaller 35 S and the largest model the 70C. The numbers equate loosely to the GVM, with the 35S having a GVM of 3800kg, the 70C a 7000kg GVM and the 50C a 4495kg GVM. That weight lets the 50C be driven with a car licence in Australia, but it can be uprated to a 5200 GVM for added payload driven on a truck licence.

That also makes the 50C a genuine heavy van with a payload of 1806kg which puts it on a par with the other large vans in the class from Renault, VW, Benz and Ford.

The new Daily is a smarter and neater

looking big van, with all models now featuring a new three-piece front plastic bumper along with a smart new grille design

Even within just the 50C variant you can order from a choice of two wheelbases, three body lengths and two roof heights. Our test van had a 4100mm wheelbase, the middle length 7274mm body and the 1900mm high roof.

What that gives you is acres of room inside the cargo area, in fact 16 cubic metres and the load area can be accessed through the kerbside sliding door or through the rear barn doors, which naturally can be unlatched so that they fold back flat against the van, giving unhindered access for a fork truck.

The dual rear wheels do limit the width of the load area to 1032 metres so a lot of pallets will need to be slid in via the side door rather than through the rear, however it is a long load area which partly makes up for that inconvenience.

Driving all that and getting the load to the destination is an updated version of Iveco’s four-cylinder 3.0-litre turbo-diesel engine specced to meet Euro 6 emission rules, a factor that makes the Daily more attractive to a lot of fleets looking to meet or bolster environmental credentials.

The 3.0litre we tested now puts out 155kW of power and 470Nm,and is mated to the eight-speed ZF torque-converter automatic. There is also a slightly cheaper variant with 132kW and 430 Nm mated to the six speed auto, further adding to the plethora of choices in the Daily line up.

The 3.0-litre has strong performance with the new variable geometry turbo giving an impressive flow of power and torque that can drive the van down the road at an impressive clip with some surprisingly swift acceleration.

Mated to that engine and complimenting it perfectly is the eight-speed ZF transmission that is amongst the best auto’s in the business, used as it is across a wide cross section of light commercials, passenger cars and even SUVs. That doesn’t mean it can’t cope with heavier load work, like it does in the Daily and it always shifts delivers smooth and well timed shifting.

The programming and mapping of the ZF has been targeted to nurture fuel efficiency with prompt upshifts to get the revs as low as possible as soon as possible. It also downshifts on hills to aid engine braking on descent.

During our drive in the Daily 50 C van, fuel consumption was a creditable 12.3 l/100 km laden with around one tonne payload. That is a pretty reasonable result for a huge van with a very big frontal area and minimal aero treatment.

Power is fed to the ground via the rear wheels which also adds to the towing capacity that runs to 3500kg unbraked.

Inside the Daily, the cockpit is nicely designed and very comfortable for a day at the wheel. Importantly there is a standard steel bulkhead that separates the load area from the cockpit, ensuring safer conditions for front seat passengers and the driver. The bulkhead can be delete optioned or removed with a bit of a fiddle with screws removed.

The driver’s domain features a new instrument cluster while there is also a new 3.5-inch colour LCD screen that that is easier to read while displaying a range of information that is easily scrolled through to target eh info the driver needs.

There is also a new electronic park brake. It’s a strange choice for a workhorse like the Daily E6, but it works fine in

practice, as you’re able to load up the torque converter for smooth getaways on steep hills.

We also had the chance to test the 50C loaded with 900kg, or half of its payload, strapped down using four of the 14 tiedowns in the cargo area. As expected, the load improves ride comfort, particularly at the rear axle, while failing to burden the powertrain and suspension.

The standard-fit bulkhead separates cabin from cargo. As we said, it can be deleted, but it’s well insulated and reduces noise and drumming from the cavernous load area. The cabin of this updated Daily also adds new features to the standard and optional equipment list. There is a big new, large Infotainment screen in the centre of the dash, with controls for all of the audio functions, navigation and reversing camera.

The interior layout is spacious and well designed with a range of storage nooks and shelves, drink holders and other handy holes for stowing all of the ephemera needed for a delivery driver or tradie, or for that matter a campervan driver living out of the back of the Daily.

The 50 C we tested was fitted with a leather-wrapped steering wheel as well as a tyre pressure monitoring system, auto wipers, auto lights and automatic climate control all of which are part of an option pack.

Driving the 50 C Daily is a breeze. It has a good turn of speed, accelerates really well into the traffic flow and its handling is a real surprise. Sure it’s not a sports car but it is a whole lot easier to steer and stop than a cab over light duty truck with a similar GVM and payload.

The Daily E6 50C, you must remember is a commercial workhorse and is based on a ladder chassis that is sturdy and well suited to tough treatment. While the strong power plant and transmission match means it is a very satisfying commercial to drive, and above all does its job hauling cargo easily and well.

After a few hours in the 50C van it was time to climb aboard the Daily E6 70C single cab-chassis light truck.

There are two variants in the cab chassis model of the Daily and this one boasted the higher load rating, and was powered by the same 3.0-litre turbo-diesel and ZF eight-speed auto.

Our test truck carried a list price tag of $80,707.

For that you get electric windows, heated exterior mirrors with electric adjustment and indicators, heightadjustable flat-bottom steering wheel, cordless mobile phone charging, daytime running lights, and keyless entry/ central locking all as standard.

The cockpit and instruments are the same as the Daily van as are its dual rear tyres, while the test truck was also fitted with a steel tray-body, with a couple of large lockable tool or storage boxes.

As we have said before, access to the cabin is a bit easier with a ‘conventional’ bonneted truck like this, than a cab over such as the Japanese makers sell. It is still a bit of a step up but not as far, and once in the cab, both driver and passenger have a more car like experience. Clearly with the engine under the bonnet in front of the cabin and not underneath, it means the cab height is a fair bit lower. We like it because it feels more comfortable and more controlled than in a cab over.

The climb into the cab is made all the more easy thanks to wide door openings, big grab handles, and for the driver, the new D shaped flat bottomed steering

wheel that also aids entry end egress.

Like its van sibling the cab chassis truck version has a comfortable and spacious cockpit with terrific seating, including a suspension seat on the driver’s side. That, along with the better overall ride, means an even smoother conveyance that copes well with bumps and lumps without the driver and passenger being bounced around the cab.

On the back Iveco had provided a load that comprised two tonnes of steel blocks, so it was a good test of the Iveco’s performance. With a tare weight of 2489 kg and a GVM of 7200kg the Daily cab chassis as tested, had a substantial payload of just over 4700kg. to add to the overall practicality and flexibility, Iveco rates it with a GCM of 10,500kg meaning you can tow a braked trailer up to 3300kg.

Of course all that is based around the 7200kg GVM, which means drivers need to have a truck licence, however like the vans Iveco offers a de-rated 4495kg car licence compliant version.

The three litre turbo diesel is a remarkably flexible and a gutsy power plant that made light work of hauling that two tonne payload, thanks to the 470Nm of torque peaking at just 1500rpm. Acceleration is willing and brisk around town with the truck having no problems keeping up with traffic. At cruise on the motorway or on the open road it is relaxed and easy, thanks to overdrive on the top two ratios of the eight speed auto, meaning at 110km/h the tacho reads 2000rpm. That of course means pretty reasonable economy for longer trips.

The handling and performance on the road is also excellent with the Daily’s steering delivering a nicely weighted feel and a very precise response, and again head and shoulders above the handling equation of the cab overs. As mentioned it is quite literally more car like in all its characteristics and from that point of view we reckon it is safer and far less tiring to drive.

The pulling power on hills was impressive, easily coping with anything thrown at it. The three mode ZF auto offers Eco, Power and Manual options and allows the driver to easily switch between the three. When you need that extra zing selecting Power on steeper climbs provides noticeably better performance, but equally Eco is more than adequate across a range of conditions. Manual mode allows that extra control that is sometimes needed, for instance down hills on steep descents where holding a lower gear can assist engine braking.

Out test in the truck was all too brief but the electronic reading on the dash indicated we had recorded an average of 14.8L/100km which given the loading and the spirited driving we managed, was a pretty strong result.

Overall the E6 Daily range, both van and cab chassis truck offer a great package and with the shutdown of local assembly operations Iveco is going to be even more reliant on this range which has become the staple of its Australian offering. In our opinion it is well worth a look and consideration if a light truck or large van is your need.