The Iveco Daily is the Fiat Ducato’s (or Ram ProMaster’s) big brother. It’s Europe’s heaviest light commercial vehicle; with a GVM up to 7.2 metric tons (15,873 lbs) the Daily goes beyond all of its direct competitors, like the Ford Transit, Mercedes-Benz Sprinter and Renault Master.
The RWD Iveco Daily features a traditional ladder frame and is offered with single or dual rear wheels. An AWD version is also being offered, but that one looks and acts rather Unimog-ish.
If the Ducato/ProMaster is a fullsize van, I wonder how we should describe this top model of the Daily panel van range (19.6 cubic meters equals 25.6 cubic yards).
Here’s a chassis-cab dualie. Most of them will eventually become a box truck or a flatbed truck with dropsides.
The first generation of the Daily was introduced in 1978. The current, sixth generation arrived in 2014. Nowadays, Iveco is a division of CNH Industrial.
Back to the local shipyard’s new truck. It was turning its back on me for a few months, but last weekend it was parked the other way around, facing the camera. The dropsides are detachable, as this picture clearly shows…
Iveco rates this 50C18 model at a maximum GVM of 5.2 metric tons (11,464 lbs). Its 3.0 liter, inline-four turbodiesel has a maximum power output of 180 DIN-hp.
This is the shipyard’s former truck, a 2013 Fuso Canter COE with a tilt cab. Like the Iveco, it’s also powered by a 3.0 liter, inline-four turbodiesel, yet with 150 DIN-hp. I took this picture in February 2016.
According to the Fuso’s registration, it found a new Dutch owner on February 7, 2019. I’m sure it will roll on for many years to come just fine.
Related reading:
CC Global: 2010 Iveco Daily 35C15 – Downsized Semi
I think the second picture says it all; flexibility in height and length.
Was amazed with the interior height of a high top van at a recent truck and RV show. I remember busting my head each time I crawled in and out of my brother-in-law’s Ford Econoline work van.
The US had to wait till 2001 for the Freightliner/Dodge/MB Euro vans. Now I see these and the Ford equivalent all over the place. I doubt GM will jump into the fold with the sale of its European operations.
Forgot to mention that Nissan has a high top van as well.
I assume you mean the (US) Nissan NV Cargo.
Over here, Nissan offers the NV400. Fully based on the Renault Master I mentioned in the article. FWD or RWD, single or dual rear wheels.
BTW, also offered as Opel/Vauxhall Movano. So GM did have a modern fullsize “Euro-van” until PSA bought Opel/Vauxhall.
Johannes, are the van versions unibody, or do they have a full frame too?
It is remarkable how modern production methods allow such a wide variety of sizes to be built efficiently on the same line.
This must be the van’s full frame:
https://www.flickr.com/photos/iveco/25949959694/in/album-72157665088381884/
My bet would be that at least the smaller versions of the van are unibody.
My bet would be that there’s no unibody Iveco Daily cargo van, regardless size.
What a nice interior for a truck,would not looked out of place in a luxury car 10 years ago.
I thought the same thing. I can remember when the interior of a truck, especially a working truck, was all painted metal surfaces with a rubber floor mat, if you were lucky. The interiors of modern trucks look like they are much more user friendly than even 20 years ago.
Europe’s automotive scene is just so different than here in North America. Both the pictured vehicles would make excellent shop trucks. They can carry a heavy load, are easy to load and unload, are reasonable on fuel and will last millions of kms if properly maintained. My own company has a Hino 195 with a twelve foot flat-deck for our shop truck in a similar vein.
When the really large parlour trucks came out circa 2010, they came with all kinds of claims as to what they could pull and carry, etc. I saw quite a few youngsters trying to work with these vehicles. A decade later and commercial operators are using commercial vehicles.
I was in Japan last week, where the Canter (last picture above) is pretty common in its various guises. I’ve always assumed the short wheelbase of the Canter and other COE trucks is a big advantage in tight-for-space urban environments like Tokyo… and Amsterdam. The shipyard’s new truck seems to have roughly the same carrying capacity (at least in deck area) as the old one, but the wheelbase appears to be quite a bit longer. Would that significantly change the usability of the truck? Maybe in and around a shipyard it doesn’t matter.
All Euro-truck makers offer COE/tilt cab models in the weight- and size-segment above the Iveco Daily/Ford Transit/MB Sprinter etc.
For example, the Iveco Eurocargo pictured below. The wheelbase is not an issue, after all, much bigger and heavier 4×2 delivery trucks drive around in tight-for-space urban environments all day long.
The fact that the Transit isn’t capable of that kind of Max GVW is the reason the E-series soldiers on. Originally they said they would keep it around at least until 2020 but I recently heard they were going to give it some updates and soldier it on for who knows how long.
You heard right, & I’m amazed about it as well. Ford is FINALLY giving the Econoline the updates it needed a decade ago, yet the overall exterior design still dates back to 1992 (the front end from 2008). It will gain an updated instrument cluster, steering wheel, & radio controls (much like with the new F-Series), as well as a new 7.3L gasoline V8 that will replace the long-running 6.8L V10 (which itself replaced the 460-cubic-inch (7.5L) V8 in 1997); this will also happen with the Super Duty as well. The E-Series may live ’til Doomsday after all!
http://fordauthority.com/2019/03/new-2021-ford-e-series-chassis-cab-debuts/
That dash however is still the basic dash introduced in 2008. I certainly wouldn’t have an issue hopping in one and driving it blind so to speak. The headlight sw is the only thing that would throw me off as my 2009 still has the good old pull knob. The steering wheel of course is way different but of course it is still round and since mine doesn’t even have cruise I wouldn’t be looking for steering wheel buttons. I would off course quickly adapt to using the steering wheel controls as it is the same basic set up in my newer Ford cars. I’m rather shocked to see that Adaptive Cruise will be available though certainly not something that will be common other than in high end RVs.
Still looks the same on the outside!
The E-series is the C-Series Reincarnated 🙂
Well evolved for the medium duty niche and a total cash cow as most of the development and tooling cost was amortized long long ago.