Iveco Daily vs Lexus UX300E

What's the difference?

The Iveco Daily van’s light-truck genetics mean it’s not as immediately familiar to the end-user as some of the competition. It’s a fair climb to get inside, for instance, and once you’re there, the cabin lacks the ambience of a more passenger-oriented machine. Its wheelbase and external dimensions, too, mean it requires plenty of parking skill and real estate, and the dynamics are surefooted but hardly athletic.

Of course, fleet managers won’t care too much about any of that, and the flip-side is those truck underpinnings point to a low maintenance, high-mileage lifespan with good warranty as a promise of less time lost in the service bay when the van could be on the road earning its keep.

Right at the moment, the Daily van appears to be forming some kind of bridge between the car and truck world in terms of safety equipment and driver assistance gear, too. And that’s got to be a good thing.

But equally, it remains a pretty specialised piece of equipment that won’t work for everybody, nor does it have a lot of cross-over appeal between the car and truck worlds. None of which, of course, will prevent it being a valuable tool of the trade in the right hands.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Lexus UX300e Sports Luxury nails the luxury and standard features list! It certainly feels like a premium SUV inside and the updated technology and driving range were sorely needed to keep this competitive, but once you start looking at its rivals, which all offer similar specs and better driving ranges, the price point starts to feel a smidge high. However, the ongoing costs and the complimentary bonuses that Lexus throws in, are great.

One thing Iveco is very up front about is that its vans are truck-based. To some sectors of the market this is no problem whatsoever, but it means that stylistically, the end product is not likely to be as fashionable looking as some of the competition. That big, bluff front, for instance, while maybe looking a bit heavy-handed to some, will conjure up just the right amount of brute force for others.

There is also evidence Iveco doesn’t mind if the exterior appearance fails to hide how the machine works. That perhaps why the wheel arch flares are obvious and the track for the sliding door is proudly on display rather than hidden.

Even inside, the bare cargo-bay walls tell their own utilitarian story, but when you get down to actually lashing down heavy loads, that truck heritage is very much in evidence with a non-nonsense layout and presentation.

The design hasn’t seen much change and Lexus seems to be encouraging an understated EV design as it looks just like its fuel-based siblings.

I don’t mind that it’s not as futuristic as some of its competitors and that, at first glance, there isn’t anything to set it apart.

The front sports a classic Lexus 'spindle' grille and the external lights are large but the rear side lights jut out rather severely, reminding me too much of its Toyota counterparts.

The rear features a cool LED strip light for the brakes, which elevates its night-time presence.

The sporty-looking 18-inch alloy wheels are a nice touch but the plastic mouldings around the base of the car detract from the premium-level this model sits in. It’s not as slick-looking as it could be.

Having said that, the interior earns back points courtesy of its premium feel with leather-accented trims and Japanese Washi paper influenced accent panels. But there is a lot happening with the dashboard.

It’s a little overwhelming at first because it protrudes well into the cabin and features multiple cutaways, but you get used to it after a while.

There are also little knobs on either side of the instrument panel that look out of place to me and resemble horns.

Even within the framework of vans that are agile enough to park relatively simply, can be driven on a normal car license and are priced within reach of even recreational users, there’s still a lot going on. Think optional payloads, wheelbases and cargo volumes, just for starters.

So let’s start with the Daily 42S. Available with either a 3520mm or 4100mm wheelbase, the 42S can cope with a payload of 1872kg or 1741kg, respectively. Towing capacity is 3500kg. It stands more than 2.7 metres tall and seats three.

The 50C is the next step up the size ladder and, like the 42S, can be had with either a 3520mm or 4100mm wheelbase. But from there, the 50C just gets bigger with a choice of three overall lengths (up to almost 7.7 metres) and two distinct roof heights. Payload varies from a high of 1942kg to 1752kg and, like the 42S it also seats three and can tow 3500kg.

Iveco has stuck with single rear wheels (rather than a dual-wheel rear axle) for the 42S variant as this minimises the internal space taken up by the rear wheel arches and ensures that the van in any configuration will still swallow a standard pallet between those arches. The 50C, meanwhile, with its greater payload potential, features dual rear wheels. The other reason for the dual wheels is that the 50C can be ordered with an upscaled GVM of 5.2 tonnes, versus the standard vehicle’s 4.5 tonnes. At that point, though, the driver requires an endorsed license to stay legal.

The cabin is a master-class in finding a storage space for everything, with no less than three cubbies per door, storage bins on the dash-top and above the sun-visors, half a dozen cubbies in the dash fascia, a single glove box and a huge storage area under the flip-up cushions of the passenger’s bench seat. In standard trim, the Iveco vans seat three with a two-person bench and a single driver’s seat. That, however, doesn’t mean the vehicle has a walk-through function, and the solid cargo barrier keeps the cabin permanently separate from the cargo bay.

Access to the cargo area is via twin barn doors at the rear which open back on to the sides of the vehicle for easier fork-lift loading. There’s a single sliding side door as standard on the kerb-side, but you can option a second sliding door on the other side. There are also no less than 10 tie-down points (five per side) and they’re solid and mounted on the floor for maximum usefulness. Three LED lights illuminate the cargo area.

As soon as you slide in, you’re reminded that the UX is a small SUV. Even with the driver's seat at its lowest position I still knock my knees on the steering wheel when getting in and out of the car.

The higher door sills also accentuate the penned in feeling despite there being plenty of head- and legroom in the front row! 

Then comes the back seat, which is super tight on space. I’m 168cm (5'6") and my headroom is fine but the legroom sucks. My knees press into the back of the driver’s seat (set for my driving position).

There’s also not a lot of space underneath the seat for toes, so I wouldn’t recommend the UX to anyone who regularly transports tall passengers. 

Having said that the seats in both rows are very comfortable and the leather trims feel lovely to touch. Both front seats are electric with heat and ventilation functions but only the driver’s side enjoys adjustable lumbar support. 

Storage is good throughout the car, which is not usually the case for the small SUV class. Up front you get a glove box, two cupholders, two drink bottle holders and a middle console that opens from both sides, which is handy and cool.

In the rear you get two cupholders in a fold-down armrest and map pockets but no storage bins in either door unfortunately.

Other amenities in the back are very good for this class with the heated outboard seats, directional air vents, reading lights and two USB-C ports.  

On that note, the upgraded multimedia system is now easier to use while on the go, is responsive to touch and looks great.

Some of the information on the system can be annoying to find but the customisations available on the 7.0-inch digital instrument panel more than make up for it.

There is a coloured head-up display, wireless Apple CarPlay, wired Android Auto and satellite navigation.

All are easy to use and won’t confuse you too much!

The charging options are great with each row getting two USB-C ports but the front also gets a USB-A port, 12-volt socket and a wireless charging pad. You’re seriously spoilt for choice.  

The boot space sits at a small 314L, which is 100L less than the previous model but that’s because Lexus has made a little storage nook underneath the floor for the tyre repair kit and cable pouches.

It's a great boot because it sits high and is easy to access, and I have plenty of room for all of the gear needed for a week’s errands. The hands-free powered tailgate is great, too.

There are only two variants for the electric UX and our test model is the top-spec Sports Luxury but the gear isn’t the only thing that’s been upgraded. The before on-road costs price for this model has jumped by almost $7K to a hefty $87,665!

In comparison, the BMW is the nearest rival at $84,900 (MSRP) and the Mercedes-Benz is a bit more affordable again at $82,300 (MSRP) while the Volvo sits pretty at $76,990 (MSRP).

The UX300e is the most expensive but is well-specified by anyone’s standards.

The Sports Luxury grade maintains its premium features, like the sunroof, heated front and rear outboard seats, ventilated front seats, and a heated steering wheel.

But the technology has been retooled and a new 12.3-inch touchscreen multimedia system replaces the previous model's 10.3-inch touchpad arrangement. It’s a welcome addition as it’s much easier to use.

New features, like wireless Apple CarPlay, acoustic front glass and insulation around the bonnet and wheel wells provide additional on-road comfort and practicality.

Lexus also throws in an AC Type 2 charging cable, as well as a GPO (General Power Outlet) cable. The technology is robust but I’ll go into more detail in the Practicality section.

Other standard features are solid with 18-inch alloy wheels, a tyre repair kit, handsfree powered tailgate, full suite of LED exterior lights, 10-way electric driver’s seat and an eight-way electric front passenger seat (but only the driver enjoys adjustable lumbar support).

The leather-accented trims feel luxy and the steering wheel has mounted controls and paddles to customise the regenerative braking while on the go.

While vans might be getting ever closer to passenger cars in the way they drive (stay with us) in engineering terms, there’s still a bit of 'us and them' going on. That means you kind of have to throw away a fair bit of what you thought you knew about how motor vehicles work, but it also means the Iveco is fit for purpose in a world where big loads and lots of kilometres are the norm.

Power in either the 42S or the 50C comes from a 3.0-litre, four-cylinder, turbo-diesel engine. It doesn’t sound too different from what you’d find in a dual-cab ute, but the engine uses some pretty heavy-duty tech, making it closer to a truck engine than a typical light commercial’s, including an impressive service regime. Although capacity remains the same, the Iveco’s unit is available in two tunes, both erring on the side of torque over outright power.

The 42S gets a 132kW and 430Nm version of the engine, while the 50C can be optioned up to the second-tier tune with 155kW and 470Nm. It’s not just an electronic tweak, either, and while the engine’s fundamentals remain, there are changes to the turbocharger and camshaft as well as the engine management.

Standard transmission is a ZF-made eight-speed conventional automatic and there’s electric power-steering as a nod to the chase for maximum efficiency which is perhaps even more important in the Daily’s European home market than it might sometimes be here.

However, it’s when you get to the suspension that the Daily reveals its brawny design ethos. Front suspension on the 42S is by double wishbones and torsion bars which sounds odd, but is pretty familiar in the trucking world. The 50C uses the same arrangement.

At the rear, the 42S gets a simple twin-leaf parabolic spring at each outer end of the axle, while the 50C has the same with optional air suspension and an optional driver-controlled locking differential.

All versions of the Daily also use the time-honoured (in the trucking industry) body-on-ladder-chassis construction method.

The UX300e has a fully electric powertrain with a 72.8kWh lithium-ion battery that’s located on the front axle.

The power and torque remain unchanged at 150kW and 300Nm but that’s enough to produce a 0-100km/h sprint time of 7.5-seconds. Plenty of oomph for city-slickers and open-roaders to boot.

The update sees the battery increase in capacity by 34 per cent which means the driving range has jumped from 305km to 440km.

That's still a bit lower than some of the UX's competitors but it certainly helps ease range anxiety! And unlike some of its rivals, the UX300e only sports a front-wheel drive drivetrain.

Fuel consumption of commercial vehicles can vary enormously depending on where they’re driven and how they’re used and loaded. As a commercial vehicle, there are no official fuel consumption claims made by Iveco according to any standard test procedure.

Our experience with this vehicle in the past, however, suggests that between nine and 10 litres per 100km is a good indication of overall consumption. Obviously, hitching a 3.5-tonne trailer to the vehicle and loading it fully will have a big effect on that number.

With the standard 70-litre tank, the Daily should be able to cover near enough to 700km between fills, while the optional 100 tank should take it closer to 1000km.

Don’t forget, either, that the new Daily requires AdBlue which is carried in a 20-litre reservoir on the vehicle, and that the cost of filling this needs to be added to overall running costs.

My energy consumption sat at an average of 19.5kWh, which is decent considering all of the open-road driving I did.

There are four levels of regenerative braking to help conserve battery percentage but even on the firmest setting, it’s not super noticeable.

When you’re at full charge, multiple notifications and sound alerts pop up on the instrument panel stating ‘Regenerative Braking Limited Press Brake to Decelerate’. It’s quite an intrusive feature but disappears after 20 to 30km.

Despite the bigger battery size, the UX300e can only accept up to 6.6kW on AC charging, whereas, all of its rivals can accept 11kW. On a 240-volt AC charger, expect to see a charge time of nine and a half hours to get to 80 per cent.

Curiously, the UX features two charging ports, on the right-hand-side, there is a Type 2 port and, on the left, a CHAdeMo port, which allows for faster charging.

You'd think it would be easier to simply add the CCS enhancement on the Type 2 port but still, expect to get from 10-80 per cent in 80-minutes on a 50kW fast charger.

The first impression – once you’ve managed to climb inside the cabin (a manoeuvre that requires the in-built step) is of a magnificent view ahead and to the sides. You sit high and mighty and the vast glass area means you always feel like the king of the road. The steering wheel is relatively flat compared with a passenger vehicle, but the column features tilt and reach adjustment, so you can soon get comfortable.

The engine feels a bit grumbly and coarse compared with the dual-cab utes with which many of us are more familiar. It’s not harsh, though, and soon has the Iveco accelerating, if not swiftly, then certainly with some authority and a feeling it would take something pretty solid to slow it down.

The eight-speed transmission is calibrated – perhaps deliberately – to feel a little like the robotised manuals of some bigger trucks, and as such, can feel a little stilted in the way it ever so slightly hesitates between shifts.

The brake pedal is also placed too far to the right for comfortable left-foot braking and there’s no driver’s dead-pedal or foot-rest, suggesting that overseas crash testing may have dictated its deletion and the location of the brake pedal. That said, the Daily was originally designed as left-hand-drive, so perhaps the switch from left to right has imposed some of those compromises.

The other complaint is in the form of the new-for-2026 gear selector. It uses the now common separate Park button, but until Park is engaged, the button is not illuminated or identified in any way and simply looks like another piece of black plastic on the shifter. Once you know where it is, you’re fine, but until then…

The electric power-steering poses no challenges and, in fact, is kind of a metaphor for the whole experience. It’s easy and tactile to operate and takes no time at all to feel comfortable. That’s assuming that you can learn to trust your exterior mirrors and the rear-view camera, because with the standard cargo barrier installed and the lack of an interior mirror, there’s more or less zero rear vision.

The UX300e comes into its own when you’re zipping around tight city streets. The power is responsive and the steering crisp with excellent cornering capabilities.

It feels well-placed on the road most of the time but can move around when it gets hit by high winds.

While the power is steady, the tyres can lose a little traction if you’re too quick to accelerate from a full stop.

The ride comfort is also very good with the new acoustic glass and extra insulation around the bonnet and wheel wells providing a whisper quiet cabin space.

The suspension is well-cushioned but not floaty and you won’t wince when you hit a bump, but occasionally you get a thump-thump shudder through the frame on certain rough road surfaces.

It’s not a massive size and you’ll be thankful for that when it comes time to park because it is seriously easy to slide into a spot!

The 360-degree view camera system is top-notch providing clear graphics and a cool feature where the car becomes invisible in the video feed, which makes it even easier to see all around you. Coupled with the front and rear parking sensors, you’re set.

The UX300e has a bunch of great safety features that come as standard and I like the proximity alert that pops up a camera feed of your surroundings when you’re in stop/start traffic. It’s a practical feature to help identify pedestrians or cyclists in your blind spots.

Other standard safety equipment includes forward collision warning, blind-spot monitoring, daytime running lights, rear cross-traffic alert, lane keeping aids, lane departure warning, adaptive cruise control, intelligent seat belt reminders, traffic sign recognition, an SOS call button, and that awesome 360-degree view camera system.

Family-friendly features include two ISOFIX child seat mounts on the rear outboard seats plus three top-tethers but two seats will fit best.

The UX also has a rear occupant alert if it detects weight or seat belts in use in the back seat, which is always a great feature.

The UX has a maximum five-star ANCAP safety rating from testing done in 2019. It also has eight airbags, which includes knee airbags for both front occupants.

Because they’re truck-based, the Iveco vans have meaningful service intervals as a way of keeping down-time to a minimum. In the case of the 42S and 50C models, that translates to a whopping two years or 50,000km between services, whichever comes first. We understand that relies on a particular type of engine oil being used, but even so, it’s a mighty long way between drinks.

Iveco has traditionally offered service plans of up to five years, and that will continue, but we haven’t been given pricing for that at this stage.

The standard Iveco warranty applies to these models, and that gets you six years and 250,000km worth of cover. An extended driveline warranty of up to six years and 600,000km is also offered. Again, pricing for that has not been announced.

It’s also worth noting that the Iveco van engines have been Euro 6 compliant since 2015. The facelift ushers in further changes based on regulations. That means they now need AdBlue which needs to be factored in as a running cost. But because they’re designed for a European audience where emissions are arguably a much bigger issue than here, the AdBlue technology is very advanced and rules out the need for a Diesel Particulate Filter in the exhaust system; something that will appeal to a lot of would-be owners.

The UX comes with a five-year/unlimited km warranty but the battery is covered by a 10-year or up to 160,000km warranty, which is better than most in this class.

This also comes with a five-year capped-priced servicing plan where services cost a flat $295, which is good but the servicing intervals are more in line with a fuel-based car at every 12-months or 15,000km, whichever occurs first. It’s typical to see intervals stretched out at every two years for an EV.

Lexus also throws in a few sweeteners for owners with three-year complimentary subscriptions to both ChargeFox and Lexus Connected Services, as well as, installation of an at-home wall charger. It’s not often you see the word ‘complimentary’ coupled with a luxury brand, so that’s a nice touch.