Iveco Turbodaily Reviews

Iveco's Daily commercial range of vans and cab-chassis has been around since 1978 and in that time the Italian manufacturer has sold more than three million of them across the globe, in both LHD and RHD markets. In 2021, after more than four decades and six model generations, Iveco continues this steady evolution with its latest Daily E6 range.

Truck people know Iveco well, but the average 4WD enthusiast might not. This Turin-based truck arm of Fiat was the result of amalgamation of several European truck makers in 1975 and has no tie-up with Fiat-Chrysler, other than product sharing of some diesel engines.The Daily range emerged in 1978 and was a heavy-duty extension of the Fiat Ducato range, but with rear-wheel drive instead of front-wheel drive and a truck-style ladder frame.As with the Ducato line-up the Daily range includes vans with different wheelbases and heights, cab/chassis, including crew cabs and single-tyred and dual-tyred rear-axle variants.Now in its fourth generation, the Daily comes as a rear-wheel drive 4x2 or a 4x4. Principal buyers of 4x2 models are pick-up and delivery fleets and the 4x4s go mostly to miners, councils, fire brigades and recreational vehicle owners. The latter usually mount motorhome or camper bodies behind short-cab or crew-cab versions.The original 4x4 van and cab/chassis version was available in the second-generation Daily, from the mid-1990s and some of these made their way to Australia.I remember testing a Daily 75PC 4x4 Britz campervan version and, while being impressed with its excellent off-road ability, I understood why Britz abandoned the marque soon after: final drive ratios more suited to pushing a mini-snow-plough blade around European ski resorts meant very high engine revs at highway speeds and most of these ‘renters’ blew up.There are still a few of them around: an ex-Britz campervan was spotted on the Pacific Highway in mid-2018 and there is still a cab/chassis working for the local council at Nukurr in Arnhem Land.Iveco rethought the Daily 4x4 for some time and came up with a new concept in 2011. The new-design Iveco Daily 4x4 range was released in 2013. In place of the first model’s independent wishbone front end was a live, rigid front axle, suspended on taper-leaf springs. Ground clearance was greatly improved, along with gearing that suited highway cruising as well as off-road crawling. However, a flexible ladder-frame chassis meant that a box-body van version was not available, so the 2013 Daily 4x4 was restricted to short-cab and crew-cab bodywork.Brilliant off road credentials and more than twice the payload of a ute ensured good business for this capable machine. Refinements were added in mid-2016 and in 2018 and a greatly expanded range was released in Europe in late 2018. Interestingly, in what will be a MY2019 model when released in Australia, Iveco has abandoned the live front axle, in favour of a return to the torsion-bars of yesteryear and the reintroduction of van bodies as well as cab/chassis.Ground clearance is less, but centre of gravity is lower and ride and handling should improve greatly. Let’s look at the Iveco Daily 4x4’s score Down Under since 2013.The Daily 4x4 version was built around a turbocharged diesel engine, six-speed main transmission and, unusually, a three-speed transfer box, front and rear live axles fitted with across-axle diff locks and an additional diff lock in the transfer case.Two turbochargers operating in series helped the engine punch out 125kW (170hp) at 3000-35000rpm, with peak torque of 400Nm in the most-used 1250-3000rpm band.The truck offered twice the payload of a 4x4 ute and better comfort and off-road ability than Japanese 4x4 light trucks, for around 80 grand at launch. The Daily also appealed to buyers who wanted ute-like wheel track width, single tyres front and rear and a semi-forward-control configuration.The Iveco Daily 4x4 came as a two- or three-seat short cab or a six- or seven-seat crew cab and all outboard seating positions had lap-sash seat belts. The standard driver’s seat in both models was an ISRI air-suspended and heated seat and the standard passenger seat was a two-place bench. However, an air suspended, heated single-passenger seat was optional. The rear bench in the crew cab seated four.Equipment levels were carry-overs from the class-leading Iveco Daily 4x2 models and included ABS/EBD vacuum/hydraulic, disc and drum braking (ABS was cancelled when the centre differential is locked for off-road driving); seat belt pre-tensioners; power windows; remote central locking; powered, heated main mirrors and manual-adjust spotters; trip computer; three DIN slots, including a CD player/radio; USB outlets; cruise control; climate-control air conditioning/heating; engine fan cut-off; engine immobiliser and headlight beam-height adjustment.Both Daily 4x4 models were built on a 3400mm wheelbase, giving excellent approach, departure and ramp-over angles of 50, 30 and 150 degrees, respectively.In the interests of car-licenced driver operation the standard gross mass rating was 4495kg, but for those with a light-truck licence the vehicle could be purchased with an increased 5200kg GVM rating, without any modification being necessary.At the lower GVM rating the single cab had a body and payload capacity of 1795kg, and 2800kg at the higher rating. The crew cab had a standard payload of 1505kg and 2510kg at the higher GVM rating. All Daily 4x4s could pull a 3500kg trailer.On road, the main transmission operated in either direct-drive (1.0:1.0) or under-drive, via a lever that selected a 1:1.24 reduction. When driving with the transfer case in high range the truck’s highway gearing dropped cruising revs at 110km/h to a shade over 2500rpm. In this mode, fuel consumption worked out around 11.5-13.5L/100km, when we tested a part-loaded 2013 model.It’s as well that the fuel consumption was good, because the standard fuel tank capacity was only 90 litres.In under-drive the transmission was set up for dirt-road and track driving, with a lower-speed gearset. For example, in under-drive the road speed at 2500rpm was only 90km/h. The under-drive-into-direct shift could be done with the vehicle moving.For serious off-road work the vehicle was operated in deep-reduction low range, but had to be stopped before the low-range lever was moved. As with high-range operation the transmission could operate in under-drive or direct in low range and the reduction ratios were 1:3.87 and 1:3.12, respectively.In low-low the overall reduction was a class leading 100:1! Typical 4WD ute low-range reduction is in the 40:1 to 70:1 region.Daily 4x4 single-cab/chassis model tipped the scales at 2.7 tonnes – about the same weight as a LandCruiser 200 Series station wagon!For 2017 the Daily 4x4 configuration was unchanged, but the new model was more civilised. The cab exterior and interior were noticeably different.The post-2017 engine variants were Euro 6 complaint, although there was no legal need in Australia for that level of emissions control. The Daily engine had a 25-litre AdBlue tank for its selective catalytic reduction (SCR) emissions control system.With series turbocharging the three-litre engine obviously could produce more than 430Nm, but the torque curve was capped to deliver peak torque across a very wide rev band – ideal for an off-road machine, where the driver doesn’t want a sudden, traction-busting wallop of torque as engine revs change.Another, mechanical, reason for limiting the peak torque is the Daily 4x4’s considerable gearing reduction. With more engine torque the driveline and axles would have to be made larger – heavier – and that’s not in the interests of keeping tare weight to minimum.Speaking of weights, the optional GVM was raised to 5500kg. SRS airbags were made available in September 2018.An obvious omission from the 2013 specification was Bluetooth connectivity, but that was remedied in the 2017 model. Another inclusion was a battery isolation switch, to ensure the starting battery couldn’t be accidentally drained.Also added was an ESP9 braking system that included automatic skid reduction (ASR); trailer recognition with trailer sway mitigation; a hill holding feature; brake-fade pressure boost and roll-over intervention.RRPs in August 2016 were $88,000 for the single-cab/chassis and $94,000 for the crew-cab/chassis – up eight grand on the previous post-2013 models.By February 2019 pricing had increased still further, up to $104,000 for the short-cab and $111,000 for the crew-cab.No matter how much testing truck makers do, there are inevitable issues that develop with first-generation products in the Australian environment. The Iveco Daily was no exception.An ongoing problem with the Daily – as it is with all highly-electronic 4x4s – is diagnosis of issues in the bush. Unfortunately, Iveco country dealers are heavy-truck oriented and not so familiar with the Daily innards.Like all common-rail diesel engines the Daily engine needs perfectly clean fuel and any contamination can cause major problems. Also, the engine is Euro 6 compliant from 2017, dictating a full kit of exhaust after-treatment devices, including AdBlue for the selective catalytic reduction (SCR) system.Several owners have had braking issues, quoting situations where the front discs became red hot while the rear drums remained cool. The culprit was invariably a poorly-set-up load proportioning valve on the rear axle. That was eliminated from the 2017 model by the fitment of an ESP9 braking system. Another common complaint from owners of Dailys that travelled on corrugated roads was mangled transfer case mounting bushes. Iveco reckons the latest-generation bushes have solved that problem and they can be retro-fitted to post-2013 models.Although the Daily 4x4’s overall ground clearance was class-leading the front axle/steering design puts the anti-sway bar and the tie rod in front of the axle, behind a protective grate that intrudes into the approach angle and invariably bangs into rock shelves. It’s a shame the anti-sway bar couldn’t have been designed as a higher installation, with rod connections down to the spring plates. The tie rod, ideally, should be behind the axle housing.We’ve driven 2013 and 2017 Daily 4x4 single- and crew-cab evaluation trucks with varying loads on and off road. We’ve also driven several Dailys that have been fitted with motorhome bodies, including some Earthcruiser variants with GVM increased to six tonnes.All these machines had a definite presence, because the slightly modified Daily 4x2 cab sat up high on a purpose-built, box-section frame. Doing pre-trip checks under snub-nosed bonnet meant standing on the new three-piece bumper!Fortunately, getting in and out of the skyscraper cab was easy, thanks to an additional step bolted under each doorsill. The crew cab got rear-door entry steps as well.Seat adjustment for reach, rake and driver’s weight was easy and the 2017 seats were lower than the previous perches. Also, the new steering column and smaller wheel were better positioned. The 2017 cab had a taller windscreen, improving off-road, steep-country vision and pedal disposition was more central than previously, although the pedals were a tad close together for fat-boot work.The main transmission lever poked conveniently out of the dashboard and the two transfer case levers were close by the seat, allowing unfettered walk-through to the near-side door, or to the rear seat in crew-cabs.All Daily 4x4 vehicles drove well on sealed roads and had no trouble keeping up with traffic. Ride quality was firm, but better than that in Japanese forward-control light trucks and fat sway bars front and rear did a good job of limiting body roll in corners.On the open road the Daily was happy to cruise all day at legal speeds and noise was minimal.Vision was excellent in all directions; the wiper/washers worked a treat and the standard headlights were OK for town work. However, the 2017 cab had changed headlight positions that suggest worse lighting, so driving lights should be high on the shopping list.On dirt the Daily was in its element and the under-drive gear set was perfect for these conditions. The vehicle took corrugations in its stride.In off-road conditions the 2017 Daily 4x4 maintained the marque’s stature as one of the world’s most capable machines. Despite the Daily’s height the wheel track wasn’t much different from that of smaller 4x4 machines, so it fitted comfortably on bush tracks.Most off-road challenges were done in first-stage low range and the deep-reduction gearing was needed only for the steepest sections.The diff-locking procedure was logical and easily performed: Button One on the dashboard locked the centre differential and Button Two locked the rear diff. The Daily handled most obstacles without the front diff needing to be locked, but when it was engaged a beeper reminded the driver that steering was heavily compromised. Diff lock engagement and disengagement was quick.The diff locks operated faultlessly and disengaged automatically as road speed increased.The 2017 hill-hold function was a boon in steep country, allowing easy restarts without stress on the driver or machine.The standard tyres – a mixture of 9.5R17.5 and 255/100R16 - were fine in hard-surface conditions, but for sand work fatter rubber was available in the form of approved after-market 37x12.50R17 LTs on steel-spoked wheels.We inspected several motorhome conversions on the Daily 4x4 platform and test drove two Earthcruisers, based on post-2013 and post-2017 models. In comparison with its Japanese light truck counterparts the Daily 4x4 has better ergonomics, better access, better on and off-road ride, handling and performance, as well as offering bodybuilders the option of a walk-through cab to body corridor. This latter feature isn’t possible with Japanese vehicles that have the engine located between the driver and passenger seats. The Iveco also has the option of a two-seat passenger bench, making the short-cab a three-seater.The Iveco-based Earthcruiser models had a fibreglass pop-top body, with inbuilt shower/toilet. Standard layout had an aft-set, transverse double bed, a dinette and an electric cooktop.In 2013 we checked out the first Earthcruiser Iveco prototype, based on a long wheelbase crew-cab chassis. The shower/toilet module was located in the doorway, forming a 'wet-entry' into the living space. This was a practical change that meant wet boots and rain gear could be left in this draining area, rather than trudging mud into the cabin.There have been many detail changes to Iveco Earthcruisers since 2014, but the proved layout continues.In 2017 Iveco introduced its Euro 6 compliant model, with revisions to the cab ergonomics and seating. This dictated some interior changes to the Earthcruiser models, but essentailly the current model has similar on and off road manners to the post-2013 range.Pricing for a 2017 Earthcruiser model started around $280,000.In late 2018 Iveco released new Iveco Daily 4x4 models at the IAA Show in Hanover. They’re due for release Down Under in the fourth quarter of 2019.The current Daily 4x4 is a military-style, high-mobility vehicle with live axles front and rear, high ground clearance and three-speed transfer case. That’s fine for those who need to conquer extreme terrain, but the configuration has some limitations for those who want a less ambitious vehicle.Put a motorhome body on this truck and it develops a high centre of gravity that’s not desirable in side-slope conditions. The 2019 variants are built around a dual-wishbone, independent front suspension and a chassis that’s much closer to the ground. In place of the three-speed transfer case with an ultra-low-speed bottom ratio is a more conventional two-speed transfer.Standard is a six-speed manual and there’s an eight-speed Hi-Matic automated manual transmission option.Billed as the most comprehensive line-up in its class the 2019 Daily 4x4 range includes cab/chassis, van, chassis/cowl and crew-cab versions, with a choice of single wheels all around or duals at the rear.Also, there are GVMs up to 7.0 tonnes, with 4.3-tonnes payload, maximum load of 2700kg on the front axle and 5000kg on the rear axle.All variants are powered by the current 180hp, three-litre engine and come with four-wheel disc brakes with ABS and Electronic Stability Program (ESP). Traction gear includes centre, front and rear differential locks.The Daily 4x4 vans are 5.5- and 7.0-tonnes GVM models, with a choice of manual or auto boxes. Cargo volumes are 9.0 to 18 cubic metres for the single wheel off-road models and from 16 to 18 cubic metres for the dual-rear-wheel, all-road models.We’re looking forward to providing more details of the 2019 Daily 4x4 range and an on- and off- road test.

The motorhome is one of the biggest and most versatile home-away-from-home adventure-travel options there is.Well-known RV company Avida has recently launched its new motorhome range, the Avida Busselton, a self-contained motorhome with a kitchen, two beds, a bathroom (with shower and a toilet), and more.How does it perform on a trip away? Well, we took one to a beachside campsite find out.

Iveco has updated its Daily van and cab chassis range with new Euro 6-compliant engines, as well as boosting safety technologies and standard equipment for the 2021 model year.Starting with the van range, three trims are available - 35S, 50C and 70C - acr

Iveco introduced its facelifted Daily van this week, with the commercial model featuring revised styling and boosted equipment levels across its vast line-up.

Peter Barnwell road tests and reviews the Iveco Dual Cab 50C17 Turbo Daily with specs, fuel consumption and verdict.

Derek Ogden road tests and reviews the 2015 Iveco Daily, with specs, fuel consumption and verdict.

You call that a ute? This is a ute — Iveco's Daily 4x4. The go-anywhere hauler is finding favour with country fire brigades, which are using it as a fire support vehicle instead of Toyota LandCruiser wagons. Iveco will soon introduce a new-generation Daily in Australia, with the 4x4 version arriving here next year.

Iveco has released images of its latest load hauler, which it will launch later this year in Europe and early next year in Australia. The company says the third generation Daily is all new and it certainly looks it thanks to a fresh face featuring angled headlights and a double grille, split by a strip of body colour. But the changes run deeper, with Iveco changing wheelbases and body sizes across the range as well as introducing new suspension.Iveco is not releasing all the details of its latest Daily just yet, so it is hard to tell whether it will run a new engine or an improved version of the existing poweplant. Either way, Iveco is prepared to say the next generation Daily will be 5 per cent more fuel efficient than the existing model. It has also confirmed the new van will be built at two recently upgraded factories in Spain and Italy.The new Iveco will be offered as a regular van as well as a cab-chassis version that can be fitted with a tray or body or be converted into a motor home. The company is discussing three van sizes, one with 18 square metres of cargo area, another with 20 square metres and one with 11 square metres that Iveco says is the most space efficient in its class, which means it has the longest load area for a vehicle of its size.There is a new front suspension for models up to 3.5 tonnes and a new rear suspension system for all two-wheel drive Daily models. Iveco says the suspension changes have been made for better control and carrying capacity.It claims to have greatly improved the driving experience, cutting the road and tyre noise while improving the ergonomics and upgrading the airconditionsing system.

Respect. There's not enough in the world. But Iveco has fixed the problem - a whopper of a 4WD that towers above traffic and brings out respect in everyone.The dual-cab Iveco Daily 4x4 won't fit in a shopping centre carpark bay. Its price won't fit into most people's budgets and its height sends vertigo sufferers simply dizzy.This is solid-core four-wheel driving and yet, it is practical and perfect for adventurers who like heights, extreme off-road exploration and the best parking bay in every shopping centre in Australia. Take your kid to school in this each day and you'll also win big bragging rights.The Daily 4x4 will tow up to 3500kg and has room for a custom-made body behind the dual-cab unit of about 2.5m - probably 3.5m for the single-cab model.VALUEAt $88,000 for the dual-cab cab-chassis, it's cheaper than an upmarket Land Cruiser but by the time you add the sleeping unit on the back, you're probably on par. I was kidding - this isn't really for the shops. Designed mainly for commercial applications, it does however have appeal for retirees or Lotto winners who love the Outback.The dual-cab is big enough to seat six with exemplary head and legroom, with suspension, full tilt and rake adjustment and heating for the two front seats. The cabin gets an audio system, airconditioning, electric windows, cruise control, electric adjust side mirrors, big storage areas and a cooled glovebox.Rivals include the Fuso FG and Isuzu NPS though both are physically bigger and depending on GVMs, may require a truck license. Volkswagen is yet to import the Crafter 4Motion cab-chassis and van.DESIGNBig, squared off and yet almost cute. It's huge in the flesh though looks Tonka toy-like in photos. It stands 2.7m high and 2m wide - though you have to add more for the giant side mirrors - with an impressive 300mm ground clearance with the sand tyres.It also has a massive 50-degree approach angle and up to 41-degrees at the back which are hard to rival. It has a commanding seating position yet is as simple as many vans. Indeed, the 4x4 is based on the Daily 2WD van.The cabin floor is flat so allows occupants to wander about in its enormity. The rear seat takes four adults and has a storage bin beneath the cushions.TECHNOLOGYThere's a 125kW/400Nm 3-litre, four cylinder, bi-turbo and intercooled diesel engine that will drink about 15 litres/100km. Maximum torque comes in at 1250rpm and stays there until 3000rpm. The engine drives all wheels through a six-speed manual gearbox with two seats of transfer ratios, effectively creating 24 forward cogs.There are three differential locks that can sequentially be engaged - centre diff, rear and front - while the axles are heavy-duty units on leaf springs. It's built tough so has a 4.5-tonne GVM (5.2-tonne optional) and its ability to cope with this doesn't affect its 3.5-tonne towing ability.There's also front disc brakes with rear drums and hydraulic power-assist rack and pinion steering. Tyre choices from Michelin include the aggressive sand tyres (as tested) which are speed rated to 100km/h.SAFETYProbably more of a concern for other road users. The Daily 4x4 carries no crash test result. It has two airbags, ABS brakes with electronic brakeforce distribution but no electronic stability or traction control. The gigantic heated side mirrors have two sets of lenses each and there's an additional kerbside mirror over the passenger's door.DRIVINGOnce you get over the driver's seat height, the Daily 4x4 is as easy as most other vans to drive on the road. The sand tyres whine (the standard road-bias 110km/h-rated tyres are better) and at 100km/h the engine is spinning at 2200rpm making it a leisurely country cruiser.It's comfortable and its size gives occupants a sense of security. Steering is pleasantly firm while the gearbox shift and clutch action feel is as good - and light - as most mid-size passenger cars.The visibility is like the third floor view from an apartment. In the dirt, at the RAC Driving Centre near the Perth International Airport, the Daily 4x4 is almost unstoppable. All the clever stuff starts with the grunty engine and the depth of the reduction box's gear ratios. It's better to let the engine lug rather than rev it.The diff locks are saviours and only - in desperation - will the front diff be needed. Iveco says the truck can tip to a 40-degree lean before falling over - a piece of information I didn't test.VERDICTAn extremely capable, surprisingly comfortable and well engineered machine with a limited audience.Iveco Daily 55SPrice: about $88,000Warranty: 3 years/100,000Capped servicing: NoService interval: 40,000km (on-road)Resale: n/aSafety: 2 airbags, ABS, EBD, TCCrash rating: n/aEngine: 3-litre 4-cyl bi-turbo diesel, 125kW/400NmTransmission: 6-spd manual + 2 reductions (24 gears); constant 4WDThrirst: 15L/100km; 398g/km CO2Dimensions: 5.4m (L), 2.0m (W), 2.7m (H)Weight: 2765kgSpare: Full size