Iveco has revamped the 3.5-7.2t Daily with a new, larger front grille to boost airflow to the engine, optional LED headlights, a three-piece front bumper, increased performance from the 3.0-litre diesel offered alongside the smaller 2.3-litre, an optional electric parking brake, and a mountain of connectivity and safety packages.

They include advanced emergency braking system and city brake pro, which react if there is a hazard looming and the driver fails to hit the brakes on time.

Power outputs range from 160hp to 210hp if you opt for the 3.0-litre, and 116hp to 156hp if you favour the 2.3-litre. Urban fuel savings are said to be up by 10%, while maintenance costs are said to be down by the same amount. Mention should also be made of the compressed natural gas 2.3-litre with 136hp on tap.

We tested a Daily 35S14A8V 3.5t van with a 10.8m3 load area and a 136hp 2.3-litre diesel married to the optional – and very impressive – eight-speed Hi-Matic automatic gearbox.


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Load bay

Access to the cargo bay was via twin rear doors that could be swung through 270° – but could not be latched against the body’s sides – or a sliding nearside door.

It concealed a step plus a grab-handle to make it easier to climb aboard.

The rear bumper incorporated a step too, with access further aided by the presence of a grab-handle mounted on the offside door pillar.

Ten load tie-down points were provided and a full-height steel bulkhead with a window protected by a mesh grille prevented unsecured cargo from sliding into the cab.

A shelf above the cab was accessible from the load area.

The cargo bed was protected by a tailored cover. However, the load area had no other defence against minor scrapes aside from the hardboard panels that were mounted on the doors to half their height.

All the doors, including the cab doors, have big, vertically mounted, exterior handles. That makes them easier to open when wearing thick gloves.



Interior and equipment

Our Daily boasted an optional Hi-Connect infotainment system with satnav and voice recognition. It allows drivers to mirror their mobile devices with Android Auto and Apple Car Play.

The package includes a touchscreen that doubles as a monitor. It shows what is behind you when reverse is engaged and the optional rear-view camera switched on.

Press the touchscreen and you can turn the camera on no matter whether reverse is selected or not; handy if you want to see what’s being loaded into the vehicle via the rear doors without leaving the cab. If it is dark you can always switch on the rear-mounted working light.

A DAB radio was provided plus a couple of USB ports on the dash along with Bluetooth connectivity. Climate control was installed – it costs extra – with the temperature you can switch the heater to in, surprisingly, Fahrenheit.

Electric windows and electric exterior mirrors with a lower wide-angle section were fitted, as was a driver’s airbag. Both analogue and digital speedometers are present.

Two shallow, lidded compartments plus an open shelf sat on top of the dashboard, while small bins plus a big bin with a moulding designed to hold a flask of tea graced each door.

The glove compartment had a shelf above it and was not lockable, and cup-holders sat at either end of the fascia.

Pulling up the three-seater cab’s passenger seat cushions revealed a large storage space.

Anyone who perched on the middle seat found their kneeroom slightly restricted by the shape of the dash.

Iveco recognises that seats receive a real hammering if drivers are on multi-drop delivery work. As a consequence it offers an optional upgrade – our Daily had it – with thicker upholstery and more robust trim.

The driver’s seat was height-adjustable as was the steering wheel, which was slightly smaller than the one fitted previously. It was reach-adjustable too. There was a grab-handle on the side of the middle seat. It seemed a pity grab-handles were not mounted on the A-pillars to aid cab access, and to give the outboard passenger something to cling onto if the going got rough.

Around the cab the plastic used for all the fixtures and fittings looked a bit cheap when compared with the standard set by some of the Daily’s direct rivals. An upgrade wouldn’t go amiss.

Optional lane departure warning system and pro lane-keeping assistance were installed. They are designed to stop you inadvertently wandering out of lane on the motorway.

If you start day-dreaming, and the van begins to drift, then a twitch from the steering wheel and a dashboard alert should be sufficient to propel you back into lane. They can be switched off.

Optional adaptive cruise control allows you to set a safe distance from the vehicle ahead using buttons on the steering column. The version fitted to Hi-Matic models can include queue assist, which acts on the brakes and accelerator automatically to ensure you are kept well back from whoever is ahead of you in urban traffic jams.

Yet another option present was traction plus with hill-descent control. The former helps the Daily cling on to slippery surfaces by transferring torque to whichever wheels have most grip; the latter allows drivers to descend long, steep inclines slowly and safely without having to touch the brake pedal.

You pay extra for crosswind assist – disappointing given it is standard on some of the Daily’s key rivals. It stops you being blown into an adjacent lane on the motorway in a strong gale.

Indeed our vehicle was fitted with so many options we had to consult the 702-page handbook that fills the glove-box to discover what they all did.

Disc brakes were fitted all round, with onboard safety aided by a package called ESP9. As well as electronic stability programme it includes a variety of other safety systems including ABS, electronic brakeforce distribution, hill holder and trailer sway mitigation.

A tachograph was fitted to our demonstrator and may have to be used when towing a heavy trailer.


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Engine and gearbox

Equipped with a new electronically controlled variable-geometry e-VGT turbocharger, our Daily’s longitudinally mounted four-cylinder 16-valve common-rail diesel engine generated maximum power at 3,600rpm. Top torque of 350Nm bit at 1,500rpm.

EGR (exhaust gas recirculation) plus SCR (selective catalytic reduction) helped ensure the Daily met the Euro6 exhaust emission regulations.

SCR’s presence means that the 20-litre AdBlue reservoir mounted under the cab floor has to be topped up every so often. The filler point is under a flap next to the driver’s door.

Stop/start is included in the deal in order to keep down fuel consumption and CO2 emissions. All you need to do to restart the engine is dip the accelerator pedal.


The Hi-Matic transmission was superb, slipping smoothly from one gear to the next and helping to deliver all the power we needed exactly when we needed it.

We switched to manual mode briefly.  It was easy to use, but we saw little point in resorting to it, especially after flicking the box into neutral inadvertently on a couple of occasions. Blame the ham-fisted driver rather than the box itself.

Performance was not an issue, with strong acceleration from rest. For a bit more punch when overtaking or climbing a steep hill hit the ‘PWR’ button, and press ‘Eco’ to maximise fuel economy in exchange for a slight fall-off in on-highway performance.

In-cab noise levels were well under control and we applauded the sharp handling. It allowed us to fly through bends without breaking sweat.

Low-speed manoeuvring was a doddle thanks to the considerable amount of extra steering assistance we enjoyed whenever we pressed the ‘City Mode’ button. It reduces the effort required to turn the wheel by up to 70%, says Iveco.

Our van was equipped with the optional electric parking brake, which automatically engages when the vehicle is parked, and disengages when the driver is ready to move away. We noted that there was more than enough space between the driver’s seat and inboard passenger seat for a conventional floor-mounted handbrake lever.

Drawbacks? A key one was the poor ride when empty or lightly laden. The van struggled on even the smoothest of highways, and things only calmed down once we put some weight in the back.

Engage reverse and you will quickly realise that the reversing camera gives you a distorted view, making the slot you are backing into look narrower than it actually is. Perhaps that’s no bad thing…

Iveco’s Quad Leaf independent suspension, which uses trapezoidal-shaped double wishbones, helps support the front of the vehicle, reinforced parabolic springs are deployed at the rear, and shock absorbers are to be found all round.

Our demonstrator’s optional 16in alloys were shod with Michelin Agilis 235/65 R16C tyres; Iveco says the low rolling-resistance version used has been specially designed for the Daily.

A TPMS – tyre pressure monitoring system – is available to keep an eye on them.

A tyre inflator came with our test van rather than a proper spare wheel. We would far rather have the latter, and live with the slight loss of payload capacity.

New electric power steering offered a 12.08m turning circle kerb to kerb, rising to 12.74m wall to wall.


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The Daily is protected by a two-year/unlimited-mileage warranty, which can be extended, and service intervals are set at two years/31,250 miles.

The Daily is sold though Iveco heavy truck dealers, many of whose workshops remain open 24/7.

Deep side rubbing strips helped protect the body against minor damage, and a step is incorporated into the front bumper to allow the driver to reach the windscreen in order to clean it properly.

We averaged just over 36.0mpg on a mixture of routes, lightly laden for the most part, and not far short of the NEDC (New European Driving Cycle) combined figure of 37.5mpg.

CO2 is 197g/km.

The more modern Worldwide Harmonised Light Vehicle Test Programme (WLTP) figures quote 24.0-31.6mpg and CO2 of 241-333g/km.

Iveco Daily Hi-Matic  35S14A8V Van

Price (ex VAT)    £32,945
Price range (ex VAT)     £30,000-£53,760
Gross payload     1,285kg
Load volume    10.8m3
Load length     3,130mm
Load width (min/max)     1,317/1,740mm
Load bay height     1,900mm
Loading height     706mm
Rear door aperture     1,530×1,800mm
Side door aperture    1,260×1,800mm
Gross vehicle weight    3,500kg
Braked trailer towing weight     3,500kg
Residual value       18.7%*
Cost per mile      68.0p*
Engine size/power    2,287cc, 136hp @ 3,600rpm
Torque     350Nm @ 1,500rpm
Gearbox     8-spd automatic
Fuel economy    37.5mpg (combined)
Fuel tank     70 litres
CO2      197g/km
Warranty     2yrs/unlimited mileage
Service intervals     2yrs/31,250mls
Insurance group     tba
Price as tested      £40,255 

Options fitted

Urban seats        £55
Glazed bulkhead        £65
Load compartment LED lights        £125
Traction plus & hill descent        £150
Tyre pressure monitoring system        £280
Rear step & parking sensors        £330
270° rear doors        £350
Alloy wheels        £390
Brake light, spot., rear-view cam.       £415
Blue Fleet & Me telematics box        £455
DTO 4.0 smart tachograph        £615
Full LED headlights        £760
Hi-Connect with navigation        £760
Auto Climate Control        £1,280
Hi-Drive pack (inc. lane depart. & lane-keep; AEB & city brake; crosswind assist etc.) £1,280

* after 4yrs/20,000mls  source: Kwik Carcost    


Ford Transit
Price (ex VAT) £26,235-£38,600
Load volume     9.5-15.1m3
Gross payload    872-2,169kg
Engines     105hp, 130hp, 170hp, 185hp 2.0 diesel, 130hp 2.0 hybrid diesel

Verdict: In its latest iteration the Transit comes with a redesigned front end, a revised interior, a new 185hp version of its 2.0-litre diesel and a mild hybrid diesel powertrain. The new 10-speed auto gearbox arriving in rear-wheel drive models should prove especially popular with home-delivery fleets. Transit residual values are invariably rock-solid and the dealer network is comprehensive.

Mercedes-Benz Sprinter
Price (ex VAT) £26,120-£53,210
Load volume     7.8-17.0m3
Gross payload    804-2,547kg
Engines    114hp, 143hp, 163hp 2.1 diesel, 190hp 3.0 diesel

Verdict: Businesses who view safety and connectivity as priorities should make a bee-line for the Sprinter. Noted for its ability to stand up to hard work, it is available with front-, rear- or four-wheel drive, and an electric model was imminent on this side of the Channel at the time of writing. Check out its automatic boxes – a nine-speeder is available on front-wheel drive variants, and a seven-speeder on its rear-wheel drive stablemates.

Volkswagen Crafter
Price (ex VAT) £25,790-£43,170
Load volume     9.3-17.5m3
Gross payload 735-2,573kg
Engines 102hp, 122hp, 140hp, 177hp 2.0 diesel

Verdict: Operators on the hunt for a well put-together van with the accent on safety are likely to head for a Sprinter. They should take a look at VW’s Crafter, however, before they place an order. It shares many of Sprinter’s virtues, and its front assist with city emergency braking package is a potential life-saver. A battery-powered e-Crafter is on its way to Britain, and remember the Crafter is also marketed by MAN as the TGE.

The Final Verdict



Stress on safety and connectivity is to be applauded.



Lots of storage, but the quality of the materials needs an upgrade. 



Firm suspension means struggles with light loads.



In-cab noise levels are kept under control and nothing squeaks. 

Load area


Easy to access with plenty of storage and a beefy bulkhead. 



Both to a high standard. The Daily is easy to move at parking pace.



A superb combination. The Hi-Matic box can scarcely be bettered.

Standard equipment


You could end up spending a fortune on options to max safety.

Operating costs


Service intervals look sensible; warranty could be longer.

What Van? subjective rating


The Hi-Matic box is one of the best we’ve stumbled across.

Overall Rating = 80/100