IvecoPlus n° 54 May 2012

SALES SALES MAGAZINE MAGAZINE UK 110690082/54

ISSUE 54 - MAY 2012

THE IVECO TRAKKER WINS THE DAKAR RALLY!

CONTENTS 3

RACING The Dakar Rally dominated by the Trakker My race A day by day race report

4 6 7

PRODUCT Ready for any mission

10

COMPETITION The test of the ten

14

AFTER SALES A great opportunity to gain loyalty

18

ACCESSORIES For personalising your New Daily

19

REVIVING THE SPIRIT OF THE DAKAR RALLY

A

A story of challenge, reliability, efficiency and passion: that is what the Dakar Rally meant for Iveco. The challenge was taken up when we first decided to enter this tough and selective competition. Reliability was demonstrated by the vehicles that won the world’s most gruelling race.

Efficiency was the contribution of our team of drivers, mechanics and technicians, the people behind the triumph of our trucks, people ready and willing to overcome all sorts of environmental and logistical difficulties.

And finally passion, which came from all the men and women who participated in the adventure and in the preparations for it.

Theirs is the passion we need to revive and transmit to everybody now working in Iveco.

Iveco’s victory is packed with significance. The competitive aspect of it is clear: we took on and beat tough adversaries with a lot more experience in this type of racing.

But the achievement will also lead to important technological developments, as once we have ploughed our way through the mountain of technical data collected during the rally, we will use it for the purpose of improving our existing and future products.

The 2012 Dakar Rally was a fantastic operation for another reason: it will help us to win the most important race of all – that of the market – thanks to its positive impact on our brand image and thanks also to the results obtained from the tests performed under such extreme racing conditions. Both these factors will help us to grow and to convince our customers that we are second to none in our product and service offering.

That is why we need to maintain and relaunch the spirit of the 2012 Dakar Rally, that blend of passion, ability, competence, reliability and dedication that was demonstrated throughout the race by everybody involved. We need to apply the same professional and passionate spirit to our daily activities if we don’t want to come second, but want to win, to acquire new customers and to ensure faith in the ones we already have.

Starting with this edition, Iveco Plus will be extending its reader base to include the networks of Iveco Irisbus and Iveco Astra, to enable them to enjoy this important source of information and professional development. It is a great pleasure for me to be able to welcome our new readers using the symbol of the 2012 Dakar Rally.

Anybody entering a dealership, workshop or office of Iveco, Iveco Irisbus or Iveco Astra must be assured that he will find there the same competence and passion that enabled us to win the world’s most difficult race.

Our objective is clear: to conquer a position of excellence in every market in which we operate, to increase our market share and to increase the satisfaction of our customers, who must always remain the focus of our attention and efforts.

We will have to work hard to achieve this objective, but it really is within our reach.

We will have to make up lost ground and move faster than ever.

The road in front of us will be a tough one, and we will need strength and efficient suspension to absorb the bumps. But we can do it. We must do it. Just as we did in the Dakar Rally.

Enzo Gioachin Iveco Senior Vice President Sales & Marketing

IVECO PLUS SALES MAGAZINE - APRIL 2012 - PUBLISHED BY IVECO - STRICTLY RESERVED FOR DEALERSHIP SALES PERSONNEL - Director Enzo Gioachin - Governing Committee Enzo Gioachin, Patrizia Mustorgi, Maurizio Pignata - Editorial team Luigi Antonacci (Editor in Chief), Nicola Grande, Francesco Novo, Paola Ravizza, Giancarlo Riolfo - Market correspondents Rui Dias Alexandre (Portugal), Nicolas Depla (Northern Europe), Fabrizio Dessy (Turkey), Nigel Emms (U.K.), Timothée Hage (Benelux), Muriel Kaufmann (France), Manfred Kuchlmayr (Germany), Nikolay Lebedev (Russia), Rosa Nieto (Spain), Marco Rando (Italy), Robert Zajkowski (Poland) - Contributors Rossella Altavilla, Filomena Corradini, Claudio Crivellaro, Vincenzo Di Grazia, Ileana Pejrasso, Rosella Risso, Gema Sichar, Giuseppe Francesco Simonato, Giorgia Zanghirella - Iveco Management and Publishing, 15/19 Lungo Stura Lazio, Turin.

EDITORIAL

EDITORIAL

CONTENTS 3

RACING The Dakar Rally dominated by the Trakker My race A day by day race report

4 6 7

PRODUCT Ready for any mission

10

COMPETITION The test of the ten

14

AFTER SALES A great opportunity to gain loyalty

18

ACCESSORIES For personalising your New Daily

19

REVIVING THE SPIRIT OF THE DAKAR RALLY

A

A story of challenge, reliability, efficiency and passion: that is what the Dakar Rally meant for Iveco. The challenge was taken up when we first decided to enter this tough and selective competition. Reliability was demonstrated by the vehicles that won the world’s most gruelling race.

Efficiency was the contribution of our team of drivers, mechanics and technicians, the people behind the triumph of our trucks, people ready and willing to overcome all sorts of environmental and logistical difficulties.

And finally passion, which came from all the men and women who participated in the adventure and in the preparations for it.

Theirs is the passion we need to revive and transmit to everybody now working in Iveco.

Iveco’s victory is packed with significance. The competitive aspect of it is clear: we took on and beat tough adversaries with a lot more experience in this type of racing.

But the achievement will also lead to important technological developments, as once we have ploughed our way through the mountain of technical data collected during the rally, we will use it for the purpose of improving our existing and future products.

The 2012 Dakar Rally was a fantastic operation for another reason: it will help us to win the most important race of all – that of the market – thanks to its positive impact on our brand image and thanks also to the results obtained from the tests performed under such extreme racing conditions. Both these factors will help us to grow and to convince our customers that we are second to none in our product and service offering.

That is why we need to maintain and relaunch the spirit of the 2012 Dakar Rally, that blend of passion, ability, competence, reliability and dedication that was demonstrated throughout the race by everybody involved. We need to apply the same professional and passionate spirit to our daily activities if we don’t want to come second, but want to win, to acquire new customers and to ensure faith in the ones we already have.

Starting with this edition, Iveco Plus will be extending its reader base to include the networks of Iveco Irisbus and Iveco Astra, to enable them to enjoy this important source of information and professional development. It is a great pleasure for me to be able to welcome our new readers using the symbol of the 2012 Dakar Rally.

Anybody entering a dealership, workshop or office of Iveco, Iveco Irisbus or Iveco Astra must be assured that he will find there the same competence and passion that enabled us to win the world’s most difficult race.

Our objective is clear: to conquer a position of excellence in every market in which we operate, to increase our market share and to increase the satisfaction of our customers, who must always remain the focus of our attention and efforts.

We will have to work hard to achieve this objective, but it really is within our reach.

We will have to make up lost ground and move faster than ever.

The road in front of us will be a tough one, and we will need strength and efficient suspension to absorb the bumps. But we can do it. We must do it. Just as we did in the Dakar Rally.

Enzo Gioachin Iveco Senior Vice President Sales & Marketing

IVECO PLUS SALES MAGAZINE - APRIL 2012 - PUBLISHED BY IVECO - STRICTLY RESERVED FOR DEALERSHIP SALES PERSONNEL - Director Enzo Gioachin - Governing Committee Enzo Gioachin, Patrizia Mustorgi, Maurizio Pignata - Editorial team Luigi Antonacci (Editor in Chief), Nicola Grande, Francesco Novo, Paola Ravizza, Giancarlo Riolfo - Market correspondents Rui Dias Alexandre (Portugal), Nicolas Depla (Northern Europe), Fabrizio Dessy (Turkey), Nigel Emms (U.K.), Timothée Hage (Benelux), Muriel Kaufmann (France), Manfred Kuchlmayr (Germany), Nikolay Lebedev (Russia), Rosa Nieto (Spain), Marco Rando (Italy), Robert Zajkowski (Poland) - Contributors Rossella Altavilla, Filomena Corradini, Claudio Crivellaro, Vincenzo Di Grazia, Ileana Pejrasso, Rosella Risso, Gema Sichar, Giuseppe Francesco Simonato, Giorgia Zanghirella - Iveco Management and Publishing, 15/19 Lungo Stura Lazio, Turin.

EDITORIAL

EDITORIAL

RACING

THE DAKAR RALLY DOMINATED

BY THE TRAKKER

The drivers of Team Petronas-De Rooy-Iveco swept the board in the 2012 Dakar Rally, taking first, second and sixth place. This section includes interviews with Mauro Veglia and Miki Biasion, complete technical specifications for the truck and a daily chronicle of the action Paola Ravizza

T

4

he 2012 Dakar Rally was once again a South American event, but the victory this time was definitely Italian, with Iveco coming home ahead of the usual winners, the Russian Kamaz trucks. Iveco drivers finished first, second and sixth. First place went to Gerard De Rooy, driving an Iveco Powerstar (sold in Australia). Hans Stacey came second and Miki Biasion sixth, both in Trakker Evolution II trucks.

The Petronas-De Rooy-Iveco team earned their victory over a gruelling course of 8,000 kilometres. There can be no doubt, therefore, of the team’s strength, ability and determination, or of their magnificent spirit for that matter. The Iveco team outclassed many famous names from the world of truck rallying, names like Tatra, DAF, MAN, Mercedes, Renault and Hino Liaz, constructors who have dominated previous Dakar rallies and who entered 14 or 15 trucks in this rally too, against only five Ivecos (not counting our five technical support vehicles).

Given this background, we can be extremely proud of our achievement in reaching the top steps of the podium in the world’s toughest rally.

The victory demonstrated the quality of the Iveco Trakker, a truck designed for tough site and construction work rather than flying over sand dunes, rocks and rivers at 150 km/h. At speeds like that, even the toughest rallying bodywork is not enough: a vehicle needs a robust base to carry it.

As Iveco’s CEO, Alfredo Altavilla, explains: “We wanted our participation in the 2012 Dakar Rally to provide further confirmation of the excellent reliability of

Iveco trucks and FPT Industrial engines. The extraordinary success we achieved by getting three of our vehicles into the top six places is practical proof of the efficiency, robustness and safety of the Iveco trucks that customers are already acclaiming as the ideal vehicles for tough daily operations.”

The world was watching as the Petronas-De Rooy-Iveco team delivered their masterful performance: TV channels, newspapers, magazines and websites all carried the story along with enthusiastic comments. The Dakar Rally’s own website, www.dakar.com, registered an amazing figure of over 70 million visitors. Even the website set up by Iveco for the occasion, dakar.iveco.com, recorded over 48,000 hits, a record number for any truck manufacturer’s website.

The strong appeal of our team became clear well before the rally started. Miki Biasion and his Trakker drew a crowd of 5,000 to a presentation held at the Fiat Industrial Village in Turin. A parallel event in Holland, the homeland of Gerard De Rooy and Stacey, attracted 23,000 people.

And when Miki Biasion’s Trakker was put on display at the last Bologna Motor Show, over 15,000 people came to admire it.

These run-up events, combined with the results of the Dakar race itself, have generated a vast amount of publicity, benefiting not only Iveco products but those of our partners too, especially Petronas, Magneti Marelli, Fiat Powertrain Technologies Industrial, Sparco, Donerre and RM.

PRICELESS PUBLICITY Senior Vice-President Mauro Veglia talks about the positive impact of Iveco’s participation in the rally.

A survey conducted by the organisers of the rally included the question “What is Dakar?”. 70% of those interviewed replied that it was “a tough and challenging race”, while only 58% also identified it as the capital of Senegal.

Biasion’s truck during the race. Above, De Rooy’s truck arriving in Lima. Alongside, Gerard De Rooy (left) and Miki Biasion (right) hand over the Dakar trophy to Mauro Veglia

We discussed the benefits Iveco will reap from its success in the Dakar Rally with Mauro Veglia, Senior Vice-President Light and Medium Vehicles and Iveco’s Worldwide Marketing Manager. “The fact that Iveco entered such a difficult and famous race,” he told us, “and even more so the fact that we won it, is an incredibly powerful message, more effective than any other type of advertising.

Anybody following the race could see the robustness and reliability of our trucks for themselves.”

What was the first step in preparing for victory in the Dakar?

The key to our win was our determination and commitment. We put our ‘battle machine’ together in just six months, and succeeded in attracting drivers of the calibre of Biasion and sponsors like Petronas to ensure that Team De Rooy would receive all the technical assistance it needed to compete.

We were fully committed to ‘playing the game’, and we kept ourselves lean and mean. In short, we put the new spirit of Iveco into practice.”

So what exactly does this victory mean for Iveco?

It means a lot. It was a great result for a company that is going through a process of dramatic and thorough change at an organisational level, change that will improve the speed of our decision making and our ability to accept challenges and deliver on promises.

Our win confirms the validity of the new Iveco philosophy”.

But what benefits will come from our participation in the Dakar Rally?

Technological ones for a start, because the race allowed us to try out a number of new technical solutions that are obviously top secret for the moment, but which will soon be introduced on our new products.

We shall also reap major benefits in the fields of marketing and communication. Our South American colleagues organised an important event within the Dakar itself and invited key customers to follow the last three days of the race. On the final day, these important potential customers were there to watch our trucks crossing the finishing line. Journalists from South America’s top newspapers and magazines were invited too. So news of our win has travelled far and wide. Just think, five million people watched the Dakar Rally, between its start and finish. Our brand and our products enjoyed worldwide visibility. The Dakar’s official website, www.dakar.com, attracted 73 million visitors. That’s an incredible figure. Visitors to our own website, www.dakar.iveco.com, reached the sort of numbers normally only recorded by car manufacturers’ websites, and certainly never seen before in the truck sector. We achieved almost 49,000 visits, hits to over 67,000 pages, and over 6,000 wallpapers and screensavers of our Dakar trucks were downloaded. On top of that, 30,000 postings were shared on Facebook, 120,000 people viewed the Iveco videos on YouTube and 4,000 photos were displayed on Flickr. All this happened during the 15 days of the race, and the contacts and downloads have still not stopped.”

So will we be seeing the team back in action?

Absolutely. Our next appointments are for the Silk Way Rally, the Morocco Rally and, of course, the next Dakar.”

5

RACING

THE DAKAR RALLY DOMINATED

BY THE TRAKKER

The drivers of Team Petronas-De Rooy-Iveco swept the board in the 2012 Dakar Rally, taking first, second and sixth place. This section includes interviews with Mauro Veglia and Miki Biasion, complete technical specifications for the truck and a daily chronicle of the action Paola Ravizza

T

4

he 2012 Dakar Rally was once again a South American event, but the victory this time was definitely Italian, with Iveco coming home ahead of the usual winners, the Russian Kamaz trucks. Iveco drivers finished first, second and sixth. First place went to Gerard De Rooy, driving an Iveco Powerstar (sold in Australia). Hans Stacey came second and Miki Biasion sixth, both in Trakker Evolution II trucks.

The Petronas-De Rooy-Iveco team earned their victory over a gruelling course of 8,000 kilometres. There can be no doubt, therefore, of the team’s strength, ability and determination, or of their magnificent spirit for that matter. The Iveco team outclassed many famous names from the world of truck rallying, names like Tatra, DAF, MAN, Mercedes, Renault and Hino Liaz, constructors who have dominated previous Dakar rallies and who entered 14 or 15 trucks in this rally too, against only five Ivecos (not counting our five technical support vehicles).

Given this background, we can be extremely proud of our achievement in reaching the top steps of the podium in the world’s toughest rally.

The victory demonstrated the quality of the Iveco Trakker, a truck designed for tough site and construction work rather than flying over sand dunes, rocks and rivers at 150 km/h. At speeds like that, even the toughest rallying bodywork is not enough: a vehicle needs a robust base to carry it.

As Iveco’s CEO, Alfredo Altavilla, explains: “We wanted our participation in the 2012 Dakar Rally to provide further confirmation of the excellent reliability of

Iveco trucks and FPT Industrial engines. The extraordinary success we achieved by getting three of our vehicles into the top six places is practical proof of the efficiency, robustness and safety of the Iveco trucks that customers are already acclaiming as the ideal vehicles for tough daily operations.”

The world was watching as the Petronas-De Rooy-Iveco team delivered their masterful performance: TV channels, newspapers, magazines and websites all carried the story along with enthusiastic comments. The Dakar Rally’s own website, www.dakar.com, registered an amazing figure of over 70 million visitors. Even the website set up by Iveco for the occasion, dakar.iveco.com, recorded over 48,000 hits, a record number for any truck manufacturer’s website.

The strong appeal of our team became clear well before the rally started. Miki Biasion and his Trakker drew a crowd of 5,000 to a presentation held at the Fiat Industrial Village in Turin. A parallel event in Holland, the homeland of Gerard De Rooy and Stacey, attracted 23,000 people.

And when Miki Biasion’s Trakker was put on display at the last Bologna Motor Show, over 15,000 people came to admire it.

These run-up events, combined with the results of the Dakar race itself, have generated a vast amount of publicity, benefiting not only Iveco products but those of our partners too, especially Petronas, Magneti Marelli, Fiat Powertrain Technologies Industrial, Sparco, Donerre and RM.

PRICELESS PUBLICITY Senior Vice-President Mauro Veglia talks about the positive impact of Iveco’s participation in the rally.

A survey conducted by the organisers of the rally included the question “What is Dakar?”. 70% of those interviewed replied that it was “a tough and challenging race”, while only 58% also identified it as the capital of Senegal.

Biasion’s truck during the race. Above, De Rooy’s truck arriving in Lima. Alongside, Gerard De Rooy (left) and Miki Biasion (right) hand over the Dakar trophy to Mauro Veglia

We discussed the benefits Iveco will reap from its success in the Dakar Rally with Mauro Veglia, Senior Vice-President Light and Medium Vehicles and Iveco’s Worldwide Marketing Manager. “The fact that Iveco entered such a difficult and famous race,” he told us, “and even more so the fact that we won it, is an incredibly powerful message, more effective than any other type of advertising.

Anybody following the race could see the robustness and reliability of our trucks for themselves.”

What was the first step in preparing for victory in the Dakar?

The key to our win was our determination and commitment. We put our ‘battle machine’ together in just six months, and succeeded in attracting drivers of the calibre of Biasion and sponsors like Petronas to ensure that Team De Rooy would receive all the technical assistance it needed to compete.

We were fully committed to ‘playing the game’, and we kept ourselves lean and mean. In short, we put the new spirit of Iveco into practice.”

So what exactly does this victory mean for Iveco?

It means a lot. It was a great result for a company that is going through a process of dramatic and thorough change at an organisational level, change that will improve the speed of our decision making and our ability to accept challenges and deliver on promises.

Our win confirms the validity of the new Iveco philosophy”.

But what benefits will come from our participation in the Dakar Rally?

Technological ones for a start, because the race allowed us to try out a number of new technical solutions that are obviously top secret for the moment, but which will soon be introduced on our new products.

We shall also reap major benefits in the fields of marketing and communication. Our South American colleagues organised an important event within the Dakar itself and invited key customers to follow the last three days of the race. On the final day, these important potential customers were there to watch our trucks crossing the finishing line. Journalists from South America’s top newspapers and magazines were invited too. So news of our win has travelled far and wide. Just think, five million people watched the Dakar Rally, between its start and finish. Our brand and our products enjoyed worldwide visibility. The Dakar’s official website, www.dakar.com, attracted 73 million visitors. That’s an incredible figure. Visitors to our own website, www.dakar.iveco.com, reached the sort of numbers normally only recorded by car manufacturers’ websites, and certainly never seen before in the truck sector. We achieved almost 49,000 visits, hits to over 67,000 pages, and over 6,000 wallpapers and screensavers of our Dakar trucks were downloaded. On top of that, 30,000 postings were shared on Facebook, 120,000 people viewed the Iveco videos on YouTube and 4,000 photos were displayed on Flickr. All this happened during the 15 days of the race, and the contacts and downloads have still not stopped.”

So will we be seeing the team back in action?

Absolutely. Our next appointments are for the Silk Way Rally, the Morocco Rally and, of course, the next Dakar.”

5

RACING

MY RACE

When asked “what’s the difference between a rally truck and a rally car”, Biasion answered: “Think of the car as an off-shore power boat.

Think of the truck as a sailing yacht.”

Maybe he’s got something there!

Miki Biasion recounts his own race.

Delayed by a frustrating technical problem just as victory was in sight, the Italian driver staged a dramatic comeback. Read about the fascination of a race in which your main adversary is nature itself Giancarlo Riolfo

M 6

iki Biasion needs no introduction. He won the World Rally Championship in 1988 and 1989 behind the wheel of a Lancia Delta Integrale, and won the FIA Truck Racing Championship in 1998/99 in an Iveco Eurocargo. He has been a leading name in off road racing for many years, driving 4x4 cars and above all, trucks. Biasion was one of the heroes of the 2012 Dakar Rally. His Iveco Trakker dominated three stages and looked on schedule to win the race when a frustrating technical problem caused him to drop back to 19th place. With the problem fixed, however, Biasion began an incredible comeback, working his way through the field to finish in sixth place. We spoke to him after the race.

This is his account of the Dakar Rally.

After 4000 kilometres of racing I was in second place and had a good chance of winning. Four of us could have taken first place at that point, as there were only a few seconds between us. But as I was negotiating a range of dunes, the transmission’s hydraulic control system developed

a problem. It was a really annoying fault that prevented me using the lower gears. Then of course, the clutch burned out because I had to ride it so much to get through the dunes in high gear. We had to replace the clutch in the middle of the desert. An awful job! It took us six and a half hours and we dropped back to 19th place as a result.”

But then you staged a fantastic comeback that put you back among the race leaders. Are you happy with the result?

Yes. We managed to regain position after position in the overall placings.

In the last three days, though, we decided not to go flat out for victory but to support De Rooy, who was leading. Putting our team’s victory first was the right decision. It was a great achievement for Iveco to win the Dakar at its first attempt.”

You used to be a great rally champion. Then, at a certain point, you switched to rally-raids. Why the move?

I pulled out of rallying in ’95. By then, the sport had lost the spirit of adventure it once had. That spirit is still there in rally-raids. For two years

The mechanic can adjust tyre pressure from the cab, even while the truck is in motion.

“One bar is enough for fine sand, because you want your tyres to float over the surface,” Biasion explains, “but you need up to 4 bar for rough terrain and sharp stones.”

running, in 1998 and 1999, I won the rally raid world championship driving an Iveco Eurocargo truck. Racing trucks is great fun! Driving a huge vehicle through the desert at 150 kilometres an hour is a real adrenaline trip! In these races you’re not really pitted against anybody in particular. It’s a challenge between you, with all your limitations, and nature”.

Does the fascination of the desert play any part?

It does indeed. After all, the Paris-Dakar was originally conceived as a great Saharan adventure.”

So what has changed now that the race has moved to South America?

The first time I drove in a South American Dakar Rally, I must confess I did not really enjoy myself. All the stages finished in big cities. This year, though, the race has regained its original spirit, with camps in the middle of the desert and all the teams eating together in a single canteen.

You’ve even got to put your own tent up, but everybody pitches in to help. It’s a whole different spirit compared to other types of racing.

Contact with nature and the pleasure of enjoying a great adventure with other people can count more than winning. What makes the race so tough is the environment. This year’s race passed through many kilometres of sand and dunes, and that’s always tough going. Iveco’s system for deflating your tyres for driving over sand and then re-inflating them again afterwards - directly from the cab - proved really useful.”

Can you describe a typical day’s racing?

You’ve got to get up early! The bikes set off at five in the morning. Then it’s the turn of the cars. The trucks are the last to get off, between seven and nine. You’ve got to drive for between eight and ten hours, with half the distance over special stages. You don’t know the route beforehand. The waypoints you have to reach the next day are only announced at 9 o’clock in the evening. Then your navigator has to enter them in the GPS. You incur a penalty if you miss a waypoint. So good navigation is essential. When you arrive in the evening, you’ve still got all your maintenance to do.

Motorcyclists, car and truck drivers, mechanics and organisers, everybody eats together in the same field canteen. Then it’s off to your tent to sleep.

Everybody’s got to put up their own tent. And somebody has always had technical trouble, so the mechanics of one team or another are always working well into the night. Sometimes even all night.”

What do you think of the Trakker?

The Trakker won because of its exceptional reliability. It’s simply more reliable than the trucks of the competition. Apart from the problem I had with my transmission hydraulics, my truck suffered only very minor damage, the sort of thing you can cheerfully ignore. All the Trakkers ran like clockwork. And the team was simply fantastic.”

Plans for the future?

To enter the next Dakar, and maybe win it this time!”

A DAY BY DAY RACE

REPORT

Here is a day by day chronicle of the world’s most exciting race, covering eight thousand kilometres of challenging routes and special stages. Paola Ravizza

T

he 2012 Dakar rally set out from Mar Del Plata, in Argentina. Over the next two weeks, competitors had to drive for an exhausting 8,336 kilometres over the roughest, toughest terrain, to reach Lima, the capital of Peru. The temperature range alone was formidable: between +40°C and -10°C! Sand dunes and knife-sharp rocks added to the drama. A route from hell!

Argentina 1st January – Mar Del Plata to Santa Rosa de la Pampa 801 km: 763 km of standard stage with 57 km of special stage Ready? Go! Mar del Plata, Argentina. The world’s toughest rally began with a stage of uninvitingly rough country where nature herself was your meanest adversary. The terrain for this first day was varied: the initial section of the route followed the coast, while the next passed through sand dunes selected to separate the men from the boys. Clouds of dust and poor visibility. Over 750 km were covered at speeds that could not exceed 90 km/h.

2nd January – Santa Rosa de la Pampa to San Rafael 782 km: 487 km of standard stage with 295 km of special stage Our team’s first success. De Rooy won the stage from Santa Rosa de la Pampa to San Rafael. The massacring conditions of this stage led to the first minor problems developing. Along the route, grey volcanic dust and rough terrain put men and vehicles to the test and forced a slow pace. The stage rose from the Argentinean pampas to the Sierra Nevada mountains and reached an altitude of 2000 metres. The thermometer read 40°C. 3rd January – San Rafael to San Juan 499 km: 291 km of standard stage with 499 km of special stage Biasion won this stage after taking the difficult decision to change his suspension setup. Result: less comfort but better traction. His Trakker Evolution 2 really flew. The team is already thinking ahead to the next day and a stage packed with all sorts of challenges: dry wadis, rivers and rocky ground. Sweltering temperatures again today.

4th January – San Juan to Chilecito 750 km: 424 km of standard stage with 326 km of special stage Team Iveco dominated this stage from start to finish. Our trucks swept past the Andes, through rivers, swamps and gravel. The altitude provided an additional challenge, with engine power output reduced by the thin air, but we all got to the finishing line for the day.

Miki Biasion won this stage too with another display of masterful driving.

5th January – Chilecito to Fiambala 423 km: 246 km of standard stage with 177 km of special stage This last Argentinean stage was characterised by suggestively high sand dunes alternating with forests. At last the trucks enjoyed something of an advantage over the other vehicles in the race, as they found it easier to negotiate the deep ruts in the sand. The alternating environment on this stage forced drivers to keep adapting their techniques and strategies. No problem for our team, though. After a convincing drive, they take the first three places. Chile is just on the horizon.

Chile 6th January – Fiambala to Copiapo 641 km: 394 km of standard stage with 247 km of special stage This first Chilean stage was cancelled. Rain and snow forced the authorities to close the San Francisco pass, blocking the race route. A long caravan of vehicles wound towards Copiapo, the capital of the Atacama region. We have gone from 45°C in the desert to -8°C here in the mountains. Today’s drive has been exhausting: 700 km in these conditions are enough to tire out even the fittest drivers. Biasion arrived late as a result of problems with his gearbox and cutch.

7

RACING

MY RACE

When asked “what’s the difference between a rally truck and a rally car”, Biasion answered: “Think of the car as an off-shore power boat.

Think of the truck as a sailing yacht.”

Maybe he’s got something there!

Miki Biasion recounts his own race.

Delayed by a frustrating technical problem just as victory was in sight, the Italian driver staged a dramatic comeback. Read about the fascination of a race in which your main adversary is nature itself Giancarlo Riolfo

M 6

iki Biasion needs no introduction. He won the World Rally Championship in 1988 and 1989 behind the wheel of a Lancia Delta Integrale, and won the FIA Truck Racing Championship in 1998/99 in an Iveco Eurocargo. He has been a leading name in off road racing for many years, driving 4x4 cars and above all, trucks. Biasion was one of the heroes of the 2012 Dakar Rally. His Iveco Trakker dominated three stages and looked on schedule to win the race when a frustrating technical problem caused him to drop back to 19th place. With the problem fixed, however, Biasion began an incredible comeback, working his way through the field to finish in sixth place. We spoke to him after the race.

This is his account of the Dakar Rally.

After 4000 kilometres of racing I was in second place and had a good chance of winning. Four of us could have taken first place at that point, as there were only a few seconds between us. But as I was negotiating a range of dunes, the transmission’s hydraulic control system developed

a problem. It was a really annoying fault that prevented me using the lower gears. Then of course, the clutch burned out because I had to ride it so much to get through the dunes in high gear. We had to replace the clutch in the middle of the desert. An awful job! It took us six and a half hours and we dropped back to 19th place as a result.”

But then you staged a fantastic comeback that put you back among the race leaders. Are you happy with the result?

Yes. We managed to regain position after position in the overall placings.

In the last three days, though, we decided not to go flat out for victory but to support De Rooy, who was leading. Putting our team’s victory first was the right decision. It was a great achievement for Iveco to win the Dakar at its first attempt.”

You used to be a great rally champion. Then, at a certain point, you switched to rally-raids. Why the move?

I pulled out of rallying in ’95. By then, the sport had lost the spirit of adventure it once had. That spirit is still there in rally-raids. For two years

The mechanic can adjust tyre pressure from the cab, even while the truck is in motion.

“One bar is enough for fine sand, because you want your tyres to float over the surface,” Biasion explains, “but you need up to 4 bar for rough terrain and sharp stones.”

running, in 1998 and 1999, I won the rally raid world championship driving an Iveco Eurocargo truck. Racing trucks is great fun! Driving a huge vehicle through the desert at 150 kilometres an hour is a real adrenaline trip! In these races you’re not really pitted against anybody in particular. It’s a challenge between you, with all your limitations, and nature”.

Does the fascination of the desert play any part?

It does indeed. After all, the Paris-Dakar was originally conceived as a great Saharan adventure.”

So what has changed now that the race has moved to South America?

The first time I drove in a South American Dakar Rally, I must confess I did not really enjoy myself. All the stages finished in big cities. This year, though, the race has regained its original spirit, with camps in the middle of the desert and all the teams eating together in a single canteen.

You’ve even got to put your own tent up, but everybody pitches in to help. It’s a whole different spirit compared to other types of racing.

Contact with nature and the pleasure of enjoying a great adventure with other people can count more than winning. What makes the race so tough is the environment. This year’s race passed through many kilometres of sand and dunes, and that’s always tough going. Iveco’s system for deflating your tyres for driving over sand and then re-inflating them again afterwards - directly from the cab - proved really useful.”

Can you describe a typical day’s racing?

You’ve got to get up early! The bikes set off at five in the morning. Then it’s the turn of the cars. The trucks are the last to get off, between seven and nine. You’ve got to drive for between eight and ten hours, with half the distance over special stages. You don’t know the route beforehand. The waypoints you have to reach the next day are only announced at 9 o’clock in the evening. Then your navigator has to enter them in the GPS. You incur a penalty if you miss a waypoint. So good navigation is essential. When you arrive in the evening, you’ve still got all your maintenance to do.

Motorcyclists, car and truck drivers, mechanics and organisers, everybody eats together in the same field canteen. Then it’s off to your tent to sleep.

Everybody’s got to put up their own tent. And somebody has always had technical trouble, so the mechanics of one team or another are always working well into the night. Sometimes even all night.”

What do you think of the Trakker?

The Trakker won because of its exceptional reliability. It’s simply more reliable than the trucks of the competition. Apart from the problem I had with my transmission hydraulics, my truck suffered only very minor damage, the sort of thing you can cheerfully ignore. All the Trakkers ran like clockwork. And the team was simply fantastic.”

Plans for the future?

To enter the next Dakar, and maybe win it this time!”

A DAY BY DAY RACE

REPORT

Here is a day by day chronicle of the world’s most exciting race, covering eight thousand kilometres of challenging routes and special stages. Paola Ravizza

T

he 2012 Dakar rally set out from Mar Del Plata, in Argentina. Over the next two weeks, competitors had to drive for an exhausting 8,336 kilometres over the roughest, toughest terrain, to reach Lima, the capital of Peru. The temperature range alone was formidable: between +40°C and -10°C! Sand dunes and knife-sharp rocks added to the drama. A route from hell!

Argentina 1st January – Mar Del Plata to Santa Rosa de la Pampa 801 km: 763 km of standard stage with 57 km of special stage Ready? Go! Mar del Plata, Argentina. The world’s toughest rally began with a stage of uninvitingly rough country where nature herself was your meanest adversary. The terrain for this first day was varied: the initial section of the route followed the coast, while the next passed through sand dunes selected to separate the men from the boys. Clouds of dust and poor visibility. Over 750 km were covered at speeds that could not exceed 90 km/h.

2nd January – Santa Rosa de la Pampa to San Rafael 782 km: 487 km of standard stage with 295 km of special stage Our team’s first success. De Rooy won the stage from Santa Rosa de la Pampa to San Rafael. The massacring conditions of this stage led to the first minor problems developing. Along the route, grey volcanic dust and rough terrain put men and vehicles to the test and forced a slow pace. The stage rose from the Argentinean pampas to the Sierra Nevada mountains and reached an altitude of 2000 metres. The thermometer read 40°C. 3rd January – San Rafael to San Juan 499 km: 291 km of standard stage with 499 km of special stage Biasion won this stage after taking the difficult decision to change his suspension setup. Result: less comfort but better traction. His Trakker Evolution 2 really flew. The team is already thinking ahead to the next day and a stage packed with all sorts of challenges: dry wadis, rivers and rocky ground. Sweltering temperatures again today.

4th January – San Juan to Chilecito 750 km: 424 km of standard stage with 326 km of special stage Team Iveco dominated this stage from start to finish. Our trucks swept past the Andes, through rivers, swamps and gravel. The altitude provided an additional challenge, with engine power output reduced by the thin air, but we all got to the finishing line for the day.

Miki Biasion won this stage too with another display of masterful driving.

5th January – Chilecito to Fiambala 423 km: 246 km of standard stage with 177 km of special stage This last Argentinean stage was characterised by suggestively high sand dunes alternating with forests. At last the trucks enjoyed something of an advantage over the other vehicles in the race, as they found it easier to negotiate the deep ruts in the sand. The alternating environment on this stage forced drivers to keep adapting their techniques and strategies. No problem for our team, though. After a convincing drive, they take the first three places. Chile is just on the horizon.

Chile 6th January – Fiambala to Copiapo 641 km: 394 km of standard stage with 247 km of special stage This first Chilean stage was cancelled. Rain and snow forced the authorities to close the San Francisco pass, blocking the race route. A long caravan of vehicles wound towards Copiapo, the capital of the Atacama region. We have gone from 45°C in the desert to -8°C here in the mountains. Today’s drive has been exhausting: 700 km in these conditions are enough to tire out even the fittest drivers. Biasion arrived late as a result of problems with his gearbox and cutch.

7

RACING

THE WINNING ENGINE Performance and reliability. These are the characteristics of the Cursor 13 engines that propelled Iveco’s Trakkers to victory in the Dakar Rally.

Manufactured by FPT Industrial, this 13 litre, six cylinder engine develops around 900 horsepower with a peak torque of 3,600 Nm at only 1200 rpm. The engine is virtually bomb-proof, as demonstrated by the Trakkers’ domination of the 8,336 kilometres of this year’s Dakar.

The Dakar version develops almost twice the power of the standard production engine thanks to a different turbocharger with an electronically controlled waste gate, and different mapping. The basic engine actually needed very few additional modifications: the air intake had to be restricted to meet race regulations; new injector nozzles were fitted (the injectors themselves remained standard); and a new oil sump was fitted to optimise lubrication at the high angles frequently encountered in off-road racing. All other engine parts, pistons, conrods, crankshaft, etc., are completely standard.

Despite the extreme operating conditions, no engine problems occurred.

7th January – Copiapo to Copiapo 573 km: 154 km of standard stage with 419 km of special stage The Atacama desert. The stage to beat all stages. Mountains of sand and cactus lined routes. Dreamlike beauty but desolation too. An exhausting stage, with drivers obliged to remain totally concentrated to avoid getting stuck on a crest or making a mistake on a ridge and rolling down the other side. Some drivers had to drive into the night to make the camp: today’s special stage was tremendously difficult. On gradients, your headlights end up illuminating the sky on up-slopes and lighting only the ground in front of you on down-slopes, leaving you no distance visibility.

Tough going. And so easy to get lost. De Rooy won the stage. Iveco is pulling away from the competition.

8th January – Rest day! Or not, as the case may be.

For the mechanics, it’s a day of repairs to the trucks. Our team is preparing its winning strategy for the second half of the race.

9th January – Copiapo to Antofagasta 573 km: 245 km of standard stage with 477 km of special stage A region of burned scrub and rolling terrain. This stage covered a variety of high speed and off-road sections, and maximum attention was required to avoid serious incidents. Speeds reached 130 or even 150 km/h, so you needed to keep your eyes focused on the middle distance to identify holes and rocks in time to avoid damage to the tyres. Our trucks really showed off their versatility, robustness, speed and power. Let’s keep it up!

10th January – Antofagasta to Iquique 565 km: 9 km of standard stage with 556 km of special stage This was a selective stage, with fast but insidious tracks and sections of sandy desert. Our mechanics did a great job in checking the trucks’ tyres, suspensions and axles to avoid all risk of breakage. The first part of this stage took us through ‘fesh fesh’, a type of sand as fine as talcum powder. Visibility was almost zero in the dusty conditions. The stage’s finishing line was at the bottom of sand dunes that finish in the Pacific Ocean. Average speed downhill was 140 km/h. A real adrenaline fix!

8

11th January – Iquique to Arica 694 km: 317 km of standard stage with 377 km of special stage A really tough stage, and considered as the most hazardous in the event.

A mistake by the Kamaz team took them off-route and lost them precious time. Winning the Dakar is not just a matter of driving: you need good navigation too! This last Chilean stage was characterised by two types of terrain: mountains of sand and mountains of gravel. The drivers agreed that this is the most dangerous special stage they have encountered.

THE DAKAR TRUCK

PETRONAS LUBRICANTS OUR MAIN SPONSOR

Here are the main characteristics of the Dakar Trakker: Length: 7 metres Width: 2.550 metres

An international lubricant manufacturer, Petronas Lubricants was Iveco’s main partner in the Dakar adventure. “Petronas has over 70 years of experience in motor racing,” explains Global Account Manager, Dario Tarantino. “Petronas joined Iveco in the Dakar adventure not only because we wanted to be associated with a top level team, but, more importantly, because we have a longstanding partnership with Fiat, FPT and Iveco. Petronas has collaborated with Iveco in the development of Urania brand special oils for trucks. These oils have demonstrated an ability to enhance engine performance under the harshest and most challenging conditions.”

The stories of Petronas and Fiat are closely entwined. The original company dates back to 1912, the year in which Fiat began series production of automobiles for the first time. The distribution of lubricants in Italy began in 1929. That was the beginning of a long story. In 1980, the company assumed the name of Fiat Lubrificanti and became an international concern through various foreign acquisitions. Sold to foreign investors in the year 2000, the company again changed its name, becoming FL Selenia. After a series of takeovers the company became part of the Malaysian multinational Petronas in 2008. Petronas has subsidiaries all over the world and owns 30 brands, including Urania and Paraflu. Petronas invests heavily in research and development. One of the group’s most important European lubricant research centres is based in Villastellone, only a short distance from Turin. This very site is scheduled to house a new technology centre in 2014.

Height: 3.2 metres Wheelbase: 4.4 metres Weight: 9.5 tonnes Engine: Cursor 13, 12.9 litre The stories of Petronas and Fiat are closely entwined.

The original company dates back to 1912, the year in which Fiat began series production of automobiles.

Characteristics: 6 cylinder in-line, water cooled, 24 valves Maximum power: 900 HP at 2200 rpm Maximum torque: 3600 Nm at 1200 rpm Gearbox: ZF 16S221, 8 speed (modified) Clutch: Sachs sintered Axles: semi-elliptical suspension with 2 Donerre racing shock absorbers per wheel and tyre pressure control system Brakes: self-ventilated discs on all wheels Cab: Iveco Trakker “Day Cab” Equipment: 3 Sparco rally seats with six point harnesses and protective cage Headlights: Xenon Tyres: Michelin XZL 14.00R20.

Peru 12th January – Arica to Arequipa 552 km: 120 km of standard stage with 432 km of special stage De Rooy led the race and drove hard to maintain his position, but the Kamaz trucks were hot on our heels. Today’s stage was far less tiring and dangerous than yesterday’s.

13th January – Arequipa to Nasca 657 km: 657 km of standard stage with 245 km of special stage Lima is still a long way away! The Petronas-De Rooy-Iveco team is working and driving hard. Today’s stage was tricky, with plenty of opportunities to make mistakes and endanger our positions.

De Rooy is still in the lead, with Stacey in second place.

14th January – Nasca to Pisco 375 km: 275 km of standard stage with 100 km of special stage Another day of soft sand, fesh fesh and challenging sand dunes. We can start to guess at the final outcome, however: De Rooy first, Stacey second and Biasion sixth.

15th January – Pisco to Lima 283 km: 254 km of standard stage with 29 km of special stage The finish line! Iveco’s South American adventure came to an end with a superb result: De Rooy first, Stacey second and Biasion sixth. What a pity that a problem caused by sand lost Miki so many hours on the seventh stage. Pep Vila finished eleventh and Jo Adua sixteenth. Poor Jo left it to today of all days to roll his truck, just a few kilometres before the finishing line. Over the last 40 kilometres, the Dakar caravan has been accompanied by hundreds of thousands of spectators.

And here in Plaza de Armas in Lima, thousands more have gathered to offer an enthusiastic welcome to the “Italian dragon”.

Iveco has won the Dakar!

9

RACING

THE WINNING ENGINE Performance and reliability. These are the characteristics of the Cursor 13 engines that propelled Iveco’s Trakkers to victory in the Dakar Rally.

Manufactured by FPT Industrial, this 13 litre, six cylinder engine develops around 900 horsepower with a peak torque of 3,600 Nm at only 1200 rpm. The engine is virtually bomb-proof, as demonstrated by the Trakkers’ domination of the 8,336 kilometres of this year’s Dakar.

The Dakar version develops almost twice the power of the standard production engine thanks to a different turbocharger with an electronically controlled waste gate, and different mapping. The basic engine actually needed very few additional modifications: the air intake had to be restricted to meet race regulations; new injector nozzles were fitted (the injectors themselves remained standard); and a new oil sump was fitted to optimise lubrication at the high angles frequently encountered in off-road racing. All other engine parts, pistons, conrods, crankshaft, etc., are completely standard.

Despite the extreme operating conditions, no engine problems occurred.

7th January – Copiapo to Copiapo 573 km: 154 km of standard stage with 419 km of special stage The Atacama desert. The stage to beat all stages. Mountains of sand and cactus lined routes. Dreamlike beauty but desolation too. An exhausting stage, with drivers obliged to remain totally concentrated to avoid getting stuck on a crest or making a mistake on a ridge and rolling down the other side. Some drivers had to drive into the night to make the camp: today’s special stage was tremendously difficult. On gradients, your headlights end up illuminating the sky on up-slopes and lighting only the ground in front of you on down-slopes, leaving you no distance visibility.

Tough going. And so easy to get lost. De Rooy won the stage. Iveco is pulling away from the competition.

8th January – Rest day! Or not, as the case may be.

For the mechanics, it’s a day of repairs to the trucks. Our team is preparing its winning strategy for the second half of the race.

9th January – Copiapo to Antofagasta 573 km: 245 km of standard stage with 477 km of special stage A region of burned scrub and rolling terrain. This stage covered a variety of high speed and off-road sections, and maximum attention was required to avoid serious incidents. Speeds reached 130 or even 150 km/h, so you needed to keep your eyes focused on the middle distance to identify holes and rocks in time to avoid damage to the tyres. Our trucks really showed off their versatility, robustness, speed and power. Let’s keep it up!

10th January – Antofagasta to Iquique 565 km: 9 km of standard stage with 556 km of special stage This was a selective stage, with fast but insidious tracks and sections of sandy desert. Our mechanics did a great job in checking the trucks’ tyres, suspensions and axles to avoid all risk of breakage. The first part of this stage took us through ‘fesh fesh’, a type of sand as fine as talcum powder. Visibility was almost zero in the dusty conditions. The stage’s finishing line was at the bottom of sand dunes that finish in the Pacific Ocean. Average speed downhill was 140 km/h. A real adrenaline fix!

8

11th January – Iquique to Arica 694 km: 317 km of standard stage with 377 km of special stage A really tough stage, and considered as the most hazardous in the event.

A mistake by the Kamaz team took them off-route and lost them precious time. Winning the Dakar is not just a matter of driving: you need good navigation too! This last Chilean stage was characterised by two types of terrain: mountains of sand and mountains of gravel. The drivers agreed that this is the most dangerous special stage they have encountered.

THE DAKAR TRUCK

PETRONAS LUBRICANTS OUR MAIN SPONSOR

Here are the main characteristics of the Dakar Trakker: Length: 7 metres Width: 2.550 metres

An international lubricant manufacturer, Petronas Lubricants was Iveco’s main partner in the Dakar adventure. “Petronas has over 70 years of experience in motor racing,” explains Global Account Manager, Dario Tarantino. “Petronas joined Iveco in the Dakar adventure not only because we wanted to be associated with a top level team, but, more importantly, because we have a longstanding partnership with Fiat, FPT and Iveco. Petronas has collaborated with Iveco in the development of Urania brand special oils for trucks. These oils have demonstrated an ability to enhance engine performance under the harshest and most challenging conditions.”

The stories of Petronas and Fiat are closely entwined. The original company dates back to 1912, the year in which Fiat began series production of automobiles for the first time. The distribution of lubricants in Italy began in 1929. That was the beginning of a long story. In 1980, the company assumed the name of Fiat Lubrificanti and became an international concern through various foreign acquisitions. Sold to foreign investors in the year 2000, the company again changed its name, becoming FL Selenia. After a series of takeovers the company became part of the Malaysian multinational Petronas in 2008. Petronas has subsidiaries all over the world and owns 30 brands, including Urania and Paraflu. Petronas invests heavily in research and development. One of the group’s most important European lubricant research centres is based in Villastellone, only a short distance from Turin. This very site is scheduled to house a new technology centre in 2014.

Height: 3.2 metres Wheelbase: 4.4 metres Weight: 9.5 tonnes Engine: Cursor 13, 12.9 litre The stories of Petronas and Fiat are closely entwined.

The original company dates back to 1912, the year in which Fiat began series production of automobiles.

Characteristics: 6 cylinder in-line, water cooled, 24 valves Maximum power: 900 HP at 2200 rpm Maximum torque: 3600 Nm at 1200 rpm Gearbox: ZF 16S221, 8 speed (modified) Clutch: Sachs sintered Axles: semi-elliptical suspension with 2 Donerre racing shock absorbers per wheel and tyre pressure control system Brakes: self-ventilated discs on all wheels Cab: Iveco Trakker “Day Cab” Equipment: 3 Sparco rally seats with six point harnesses and protective cage Headlights: Xenon Tyres: Michelin XZL 14.00R20.

Peru 12th January – Arica to Arequipa 552 km: 120 km of standard stage with 432 km of special stage De Rooy led the race and drove hard to maintain his position, but the Kamaz trucks were hot on our heels. Today’s stage was far less tiring and dangerous than yesterday’s.

13th January – Arequipa to Nasca 657 km: 657 km of standard stage with 245 km of special stage Lima is still a long way away! The Petronas-De Rooy-Iveco team is working and driving hard. Today’s stage was tricky, with plenty of opportunities to make mistakes and endanger our positions.

De Rooy is still in the lead, with Stacey in second place.

14th January – Nasca to Pisco 375 km: 275 km of standard stage with 100 km of special stage Another day of soft sand, fesh fesh and challenging sand dunes. We can start to guess at the final outcome, however: De Rooy first, Stacey second and Biasion sixth.

15th January – Pisco to Lima 283 km: 254 km of standard stage with 29 km of special stage The finish line! Iveco’s South American adventure came to an end with a superb result: De Rooy first, Stacey second and Biasion sixth. What a pity that a problem caused by sand lost Miki so many hours on the seventh stage. Pep Vila finished eleventh and Jo Adua sixteenth. Poor Jo left it to today of all days to roll his truck, just a few kilometres before the finishing line. Over the last 40 kilometres, the Dakar caravan has been accompanied by hundreds of thousands of spectators.

And here in Plaza de Armas in Lima, thousands more have gathered to offer an enthusiastic welcome to the “Italian dragon”.

Iveco has won the Dakar!

9

PRODUCT

READY FOR ANY MISSION Iveco has a complete range of vehicles for the toughest, most challenging off-road applications. In fact, Iveco’s offering is unique among top industrial vehicle brands

Red lever

Road (position H)

Off-road (position L)

Green lever

Normal (N)

Low (L)

Normal (N)

Low (L)

Final ratio

1:1

1:1.244

1:3.115

1:3.866

Model

Gross Vehicle Cab Weight (GVW) (tonnes)

35S17W

3.5

35S17WD

Nicola Grande

55S17W

N

ot all roads have smooth tarmac surfaces, and not all deliveries are made around town. Off-road vehicles have to cover all sorts of terrain, and the Iveco catalogue includes a complete range of vehicles designed to satisfy all needs, from sole trader to large site and quarry fleet operator.

A wide range of versions are available to ensure that customers can optimise their costs without having to pay for expensive conversions and to ensure the highest standards of quality and safety.

Iveco’s off-road range starts with the Daily. In the 4x4 version, this small commercial can tackle missions over all types of terrain and deliver truly superb off-road performance. The next step up is the versatile Eurocargo, an intelligent choice for any job. With its all-wheel drive, the Eurocargo provides an excellent base even for racing conversions. Then there is the Trakker, the definitive heavy truck for off-road operations. Starting from a winning concept, the Trakker has improved over the years to the level of perfection needed to conquer the podium of the 2012 Dakar Rally. The new Astra HD9 is another extreme off-roader.

The HD9 is the latest quarry and site vehicle from a brand that has always been renowned for its robustness, power and reliability. Then there are the civil and military versions of the award winning LMV, the light multipurpose vehicle chosen by many of the world’s armed forces for the unique protection it offers passengers. Let’s have a look at all these models in detail.

DAILY 4X4

AGILE AND VERSATILE 10

Completely renewed in 2009, the new Daily 4x4 maintains all the special features that have made the Daily so popular as a vehicle for missions demanding lightness, agility and unstoppable strength. The Daily 4x4 features an EEV rated, 3.0 litre, common rail, F1C diesel engine with two-stage turbocharger, developing a maximum power of 170 HP and a maximum torque of 400 Nm. The engine’s EGR system has been optimised to improve fuel consumption while further reducing emissions.

The Daily 4x4 boasts a special driveline incorporating a torque distributor and two axle differentials, all with manual diff-lock for the ultimate in traction over all surfaces.

All versions are available with a choice of tyres: 9.5 R17.5 for mixed use or 255/100 R16 for off-road use.

The Daily 4x4 has an extraordinary ability to negotiate the roughest terrain and take all gradients into its stride thanks to a record angle of approach and angle of departure and an impressive lateral inclination limit. And when the going gets really tough, you can appreciate the support provided by the robust chassis with C section beams and cross members made from 5 mm thick, high strength steel (Fe490).

The suspension system features ultra-flexible, parabolic, longitudinal leaf springs and telescopic shock absorbers. Anti-roll bars coupled to rigid axles ensure excellent performance over all surfaces and on all gradients.

The vehicle can be equipped with a gearbox PTO to drive external equipment via hydraulic pumps or cardan shafts. If required, this can

be complemented by a second PTO, in a choice of four positions on the reduction box.Like all AWD vehicles, the Daily 4x4 is fitted with a special device called a torque distributor.

Mounted downstream from the gearbox, the torque distributor mechanically distributes torque, 32% to the front axle and 68% to the rear axle. The 6 speed gearbox (with overdrive in 6th) is coupled to a central transfer box with two reduction stages giving a total of 24 forward speeds, 12 for road/trail use and 12 for off-road use (6x2 + 6x2) plus 4 reverse gears. The second reduction stage can only be engaged with the vehicle stationary.

The torque distributor on the Daily 4x4 lets you select two different speed ranges:

EUROCARGO

6-SPEED GEAR LEVER

Wheelbase (mm) Engine (HP)

Standard 3.050 - 3,400 170 Crew cab 3,400

5.5

55S17WD Crew cab

Standard 3,050 - 3,400 3,400

Differential control The Daily 4x4 is equipped with differential locking systems on the torque distributor (longitudinal diff-lock), rear and front axles (transverse diff-locks).

Diff-lock engagement and disengagement is electronically managed.

Diff-locks are engaged by a dedicated system (A.P.U. – Auxiliary Power Unit) that pressurises oil in the diff-lock circuit.

The various diff-locks are engaged in the following order: 1st: central (from 0 km/h to 40 km/h) 2nd: rear axle (from 0 km/h to 20 km/h) 3rd: front axle (from 0 km/h to 15 km/h) The diff-locks can be disengaged automatically, on the basis of vehicle speed (front axle at speeds over 30 km/h, rear axle at speeds over 40 km/h, and central at speeds over 80 km/h), or manually, in the opposite order to engagement: 1st front axle, 2nd axle, 3rd central.

The ABS system is automatically deactivated when the central diff-lock is engaged and re-activated when it is disengaged.

The diff-lock control panel is located at the top of the dashboard, in place of the one of the DIN rails present in the 2WD version.

1. Central diff-lock 2. Rear axle diff-lock 3. Front axle diff-lock 4. Not used 5. Torque distributor PTO control 6. Diff-lock fault warning light 7. ABS fault warning light (on vehicles with ABS) 8. ABS excluded indicator (on vehicles with ABS)

700 mm with vertical exhaust option

35517W model

THE TRUE SPECIALIST

The Eurocargo has set the standard for medium size trucks ever since it was introduced in 1991. After its update in 2008, that standard is even higher. Since is launch in 2004, the 4x4 model has won the hearts of a growing number of customers. Even the most demanding operators are delighted with the high load capacity and rough ground capabilities ensured by instantly available power and constant, progressive torque delivery.

The Eurocargo 4x4 incorporates special protective solutions for off-road use. Its higher chassis, sheet steel bumpers, retractable access steps, radiator guard, folding under-run protection bar and optional metal headlight grilles clearly distinguish it from its 4x2 sibling.

The Eurocargo boasts a special steel, parallel beam chassis that is completely free from topside protrusions and can accommodate bodies between 4,135 and 10,550 mm in length.

The 4x4 version is equipped with a mechanical 6-speed gearbox with Servoshift to guarantee slick and easy gear changes even on tough journeys. A ZF mechanical 6-speed gearbox with built-in PTO can be specified as an option. It is also equipped with a two stage reduction rear axle that is available in single or twin wheel versions. The single wheel axle is coupled with parabolic suspension while the twin wheel version comes with a choice of reinforced parabolic or semi-elliptical suspension.

THE SECRETS OF SUCCESS The Eurocargo is simultaneously the most versatile and the most specialised vehicle in its class, thanks to: • 2 GVW variants (11.5 t and 15 t) • 3 power ratings (220, 250 and 280 HP) • 3 manual six-speed gearboxes, including one with integrated PTO • 4 wheelbases (from 3,240 to 4,150 mm) • 2 cab types (standard and crew cab) • Single or twin wheel rear axle • Parabolic suspension • Permanent 4WD

The Eurocargo’s torque distributor delivers 33% of torque to the front axle and 67% to the rear, and allows the driver to choose between two speed ranges: on-road and off-road. The torque distributor can even be equipped with an electrically engaged PTO, operated by a button on the dashboard and controlled by a dedicated expansion module. All three differentials (front, central and rear) are fitted with manual locking systems as standard equipment.

255/100 R16 tyres

• High (on-road) • Low (off-road) A selector on the output shaft also lets you choose between: • Normal” range • Low” range Depending on market, the Daily 4x4 is available in the following versions: 35S17W, 35S17WD, 55S17W and 55S17WD.

The Daily 4x4’s quality and reliability are renowned all over the world.

The Daily 4x4 has been used on a number of extreme expeditions since 2002, especially following the Overland expedition.

Low Fuel Consumption and Flexible Thanks to a choice of turbocharged Tector common rail engines with waste-gate valve, the Eurocargo boasts the lowest fuel consumption in its class. All Tector engines are available in Euro 5 and EEV (Enhanced Environmentally-Friendly Vehicle) versions. On top of this, Iveco has adopted SCR (Selective Catalytic Reduction) technology with AdBlue on all models in its medium-heavy ranges to reduce operating costs even further. (SCR technology gives a 5% reduction in fuel consumption.)

The lightweight Tector engines also boast extended maintenance intervals and excellent reliability.

11

PRODUCT

READY FOR ANY MISSION Iveco has a complete range of vehicles for the toughest, most challenging off-road applications. In fact, Iveco’s offering is unique among top industrial vehicle brands

Red lever

Road (position H)

Off-road (position L)

Green lever

Normal (N)

Low (L)

Normal (N)

Low (L)

Final ratio

1:1

1:1.244

1:3.115

1:3.866

Model

Gross Vehicle Cab Weight (GVW) (tonnes)

35S17W

3.5

35S17WD

Nicola Grande

55S17W

N

ot all roads have smooth tarmac surfaces, and not all deliveries are made around town. Off-road vehicles have to cover all sorts of terrain, and the Iveco catalogue includes a complete range of vehicles designed to satisfy all needs, from sole trader to large site and quarry fleet operator.

A wide range of versions are available to ensure that customers can optimise their costs without having to pay for expensive conversions and to ensure the highest standards of quality and safety.

Iveco’s off-road range starts with the Daily. In the 4x4 version, this small commercial can tackle missions over all types of terrain and deliver truly superb off-road performance. The next step up is the versatile Eurocargo, an intelligent choice for any job. With its all-wheel drive, the Eurocargo provides an excellent base even for racing conversions. Then there is the Trakker, the definitive heavy truck for off-road operations. Starting from a winning concept, the Trakker has improved over the years to the level of perfection needed to conquer the podium of the 2012 Dakar Rally. The new Astra HD9 is another extreme off-roader.

The HD9 is the latest quarry and site vehicle from a brand that has always been renowned for its robustness, power and reliability. Then there are the civil and military versions of the award winning LMV, the light multipurpose vehicle chosen by many of the world’s armed forces for the unique protection it offers passengers. Let’s have a look at all these models in detail.

DAILY 4X4

AGILE AND VERSATILE 10

Completely renewed in 2009, the new Daily 4x4 maintains all the special features that have made the Daily so popular as a vehicle for missions demanding lightness, agility and unstoppable strength. The Daily 4x4 features an EEV rated, 3.0 litre, common rail, F1C diesel engine with two-stage turbocharger, developing a maximum power of 170 HP and a maximum torque of 400 Nm. The engine’s EGR system has been optimised to improve fuel consumption while further reducing emissions.

The Daily 4x4 boasts a special driveline incorporating a torque distributor and two axle differentials, all with manual diff-lock for the ultimate in traction over all surfaces.

All versions are available with a choice of tyres: 9.5 R17.5 for mixed use or 255/100 R16 for off-road use.

The Daily 4x4 has an extraordinary ability to negotiate the roughest terrain and take all gradients into its stride thanks to a record angle of approach and angle of departure and an impressive lateral inclination limit. And when the going gets really tough, you can appreciate the support provided by the robust chassis with C section beams and cross members made from 5 mm thick, high strength steel (Fe490).

The suspension system features ultra-flexible, parabolic, longitudinal leaf springs and telescopic shock absorbers. Anti-roll bars coupled to rigid axles ensure excellent performance over all surfaces and on all gradients.

The vehicle can be equipped with a gearbox PTO to drive external equipment via hydraulic pumps or cardan shafts. If required, this can

be complemented by a second PTO, in a choice of four positions on the reduction box.Like all AWD vehicles, the Daily 4x4 is fitted with a special device called a torque distributor.

Mounted downstream from the gearbox, the torque distributor mechanically distributes torque, 32% to the front axle and 68% to the rear axle. The 6 speed gearbox (with overdrive in 6th) is coupled to a central transfer box with two reduction stages giving a total of 24 forward speeds, 12 for road/trail use and 12 for off-road use (6x2 + 6x2) plus 4 reverse gears. The second reduction stage can only be engaged with the vehicle stationary.

The torque distributor on the Daily 4x4 lets you select two different speed ranges:

EUROCARGO

6-SPEED GEAR LEVER

Wheelbase (mm) Engine (HP)

Standard 3.050 - 3,400 170 Crew cab 3,400

5.5

55S17WD Crew cab

Standard 3,050 - 3,400 3,400

Differential control The Daily 4x4 is equipped with differential locking systems on the torque distributor (longitudinal diff-lock), rear and front axles (transverse diff-locks).

Diff-lock engagement and disengagement is electronically managed.

Diff-locks are engaged by a dedicated system (A.P.U. – Auxiliary Power Unit) that pressurises oil in the diff-lock circuit.

The various diff-locks are engaged in the following order: 1st: central (from 0 km/h to 40 km/h) 2nd: rear axle (from 0 km/h to 20 km/h) 3rd: front axle (from 0 km/h to 15 km/h) The diff-locks can be disengaged automatically, on the basis of vehicle speed (front axle at speeds over 30 km/h, rear axle at speeds over 40 km/h, and central at speeds over 80 km/h), or manually, in the opposite order to engagement: 1st front axle, 2nd axle, 3rd central.

The ABS system is automatically deactivated when the central diff-lock is engaged and re-activated when it is disengaged.

The diff-lock control panel is located at the top of the dashboard, in place of the one of the DIN rails present in the 2WD version.

1. Central diff-lock 2. Rear axle diff-lock 3. Front axle diff-lock 4. Not used 5. Torque distributor PTO control 6. Diff-lock fault warning light 7. ABS fault warning light (on vehicles with ABS) 8. ABS excluded indicator (on vehicles with ABS)

700 mm with vertical exhaust option

35517W model

THE TRUE SPECIALIST

The Eurocargo has set the standard for medium size trucks ever since it was introduced in 1991. After its update in 2008, that standard is even higher. Since is launch in 2004, the 4x4 model has won the hearts of a growing number of customers. Even the most demanding operators are delighted with the high load capacity and rough ground capabilities ensured by instantly available power and constant, progressive torque delivery.

The Eurocargo 4x4 incorporates special protective solutions for off-road use. Its higher chassis, sheet steel bumpers, retractable access steps, radiator guard, folding under-run protection bar and optional metal headlight grilles clearly distinguish it from its 4x2 sibling.

The Eurocargo boasts a special steel, parallel beam chassis that is completely free from topside protrusions and can accommodate bodies between 4,135 and 10,550 mm in length.

The 4x4 version is equipped with a mechanical 6-speed gearbox with Servoshift to guarantee slick and easy gear changes even on tough journeys. A ZF mechanical 6-speed gearbox with built-in PTO can be specified as an option. It is also equipped with a two stage reduction rear axle that is available in single or twin wheel versions. The single wheel axle is coupled with parabolic suspension while the twin wheel version comes with a choice of reinforced parabolic or semi-elliptical suspension.

THE SECRETS OF SUCCESS The Eurocargo is simultaneously the most versatile and the most specialised vehicle in its class, thanks to: • 2 GVW variants (11.5 t and 15 t) • 3 power ratings (220, 250 and 280 HP) • 3 manual six-speed gearboxes, including one with integrated PTO • 4 wheelbases (from 3,240 to 4,150 mm) • 2 cab types (standard and crew cab) • Single or twin wheel rear axle • Parabolic suspension • Permanent 4WD

The Eurocargo’s torque distributor delivers 33% of torque to the front axle and 67% to the rear, and allows the driver to choose between two speed ranges: on-road and off-road. The torque distributor can even be equipped with an electrically engaged PTO, operated by a button on the dashboard and controlled by a dedicated expansion module. All three differentials (front, central and rear) are fitted with manual locking systems as standard equipment.

255/100 R16 tyres

• High (on-road) • Low (off-road) A selector on the output shaft also lets you choose between: • Normal” range • Low” range Depending on market, the Daily 4x4 is available in the following versions: 35S17W, 35S17WD, 55S17W and 55S17WD.

The Daily 4x4’s quality and reliability are renowned all over the world.

The Daily 4x4 has been used on a number of extreme expeditions since 2002, especially following the Overland expedition.

Low Fuel Consumption and Flexible Thanks to a choice of turbocharged Tector common rail engines with waste-gate valve, the Eurocargo boasts the lowest fuel consumption in its class. All Tector engines are available in Euro 5 and EEV (Enhanced Environmentally-Friendly Vehicle) versions. On top of this, Iveco has adopted SCR (Selective Catalytic Reduction) technology with AdBlue on all models in its medium-heavy ranges to reduce operating costs even further. (SCR technology gives a 5% reduction in fuel consumption.)

The lightweight Tector engines also boast extended maintenance intervals and excellent reliability.

11

PRODUCT

EUROCARGO continued

Unlike EGR, SCR does not involve the recirculation of exhaust gases to the combustion chamber.

The EEV Tector 6 common rail engine that powers the Eurocargo 4x4 is available in ML110E22W, ML110E25W, ML150E25W and ML150E28W configurations and three power variants: 220 HP (maximum torque 680 Nm between 1200 and 2100 rpm) 250 HP (maximum torque 850 Nm between 1250 and 2100 rpm) 280 HP (maximum torque 950 Nm between 1250 and 2100 rpm)

12

Competition is in its DNA The Eurocargo is one of the best suited trucks for racing conversions. Its rally-raid adventure began in 1994 in the form of an experiment by an Iveco dealer who fitted out an ML135E23WS version to take part in the Paris-Dakar. Given the Eurocargo’s excellent potential, the experience gained from this enterprise was put to use in a real racing programme that has resulted in a continuous presence in competitions since 1997. Podium positions were not long in coming. In the 1997 Master Rally, Miki Biasion and his Eurocargo 4x4 finished in overall second place in the truck class and in first place in the production truck class. That was followed by the 1998 Dakar Rally, the Tunisia Rally, the Pharaohs Rally and the UAE Desert Challenge. The objective of winning the truck class of the FIA Cross Country Rally World Cup was fulfilled that very year.

After a series of wins in various events, and following on the previous year’s victory in the Cross Country Rally World Cup, the Eurocargo then entered the Granada-Dakar in 1999, equipped with a number of technical innovations like a tyre inflation/deflation system, disk brake rear axle, 9-speed gearbox and an engine that developed over 300 HP. The decision was then taken to enter the Tunisia Rally with a reinforced long cab (the MLL) and a new, more aerodynamic body. These modifications earned this vehicle the “Evolution” designation. The Eurocargo won the Cross Country Rally World Cup, truck class, again in 1999.

Since 2002, the Eurocargo has entered various top class events, including the Bahia rally in Spain, the Rally of Turkey and the gruelling Dakar Rally, and achieved excellent results for many drivers. Thanks to the easy driving characteristics of the standard production version, the special racing conversions available and the many technical improvements introduced over the years, the Eurocargo 4x4 is the perfect truck for competitions.

Technical specifications of the 1999 MLL135E23WS ‘Evolution’ version: • Dimensions: Length 6600, Width 2500, Height 3200 mm • Reinforced long cab with roll bar, 3 anatomic seats and racing harnesses • Wheelbase: 3690 mm • Lightweight, rigid fibreglass rear body • Race-ready weight: 7850 kg • C section beam chassis, length 852 mm • Engine: turbocharged Iveco 8060.45M, 6 cylinder in-line, 5861 cc, power 350 HP • Gearbox: Iveco 2895.9, 9 speed + reduction ranges • Clutch: Valeo sintered • Front & rear axle: two stage reduction with diff-lock, final ratio 1:4.657 • Mechanical, semi-elliptical, leaf-spring suspension with special Ohlins shock absorbers • 405 mm self-ventilated disks front and rear brakes • Wabco/Astra tyre inflation/deflation system • 2 x 300 litre fuel tanks • Tyres: Michelin 14.00R20 XZL • Top speed: 150 km/h Technical specifications of the enhanced MLL140E24WS version: • Dimensions: Length 6700 Width 2500 Height 3200 mm • Reinforced crew cab with roll bar, 3 anatomic seats and racing harnesses • Wheelbase: 3690 mm • Lightweight, rigid fibreglass rear body • Race-ready weight: 8550 kg • C section beam chassis, length 852 mm • Engine: Tector turbocharged, 6 cylinder in-line, 5990 cc, power 420 HP • Gearbox: Iveco 2895.9, 9 speed + reduction ranges • Clutch: Valeo sintered • Front & rear axle: two stage reduction with diff-lock, final ratio 1:4.657 • Mechanical, semi-elliptical, leaf-spring suspension with special Donerre shock absorbers • 405 mm self-ventilated disks front and rear brakes • Teleflow tyre inflation/deflation system • 2 x 400 litre fuel tanks • Tyres: Michelin 14.00R20 XZL • Top speed: 160 km/h

TRAKKER

IVECO ASTRA HD9

THE TRUCK FOR 1000 MISSIONS

THE “TOUGH GUY” ON SITE

Robust, functional, powerful and reliable. This is the Trakker. The quarry and construction site vehicle that began life as the EuroTrakker in 1993 has evolved dramatically in technical terms since then.

So much, in fact, that in 2004 Iveco decided the time had come to introduce an heir, the Trakker, now one of the best selling quarry and site vehicles on the market. Without doubt, one of the characteristics that makes the Trakker so attractive is the large number of versions in which it is produced. The Trakker is ideal for a wide range of missions, including heavy material transport in the case of the tipper version, cement mixing, road maintenance and special load transport.

The Trakker also has many features that make it ideal for the emergency services and armed forces. Around 48% of customers order a tipper configuration, while 23% specify a cement mixer or drainage truck and 19% a version for other missions. 5% order the Trakker for refuse collection applications and another 5% want a multi-section body.

Even its engines set the Trakker apart from the competition.

Customers can choose between 8 and 13 litre Cursor engines developing between 310 and 500 horsepower.

Maximum torque is available at impressively low revs thanks to the integration of a waste gate valve.

This enables high turbo pressures to be generated at low engine speeds, maximising torque and minimising consumption. Another of the Trakker’s strengths is a turbocharging system that ensures high performance, excellent acceleration, superb flexibility and high power.

The system even eliminates the turbo-lag that normally delays engine response with respect to accelerator input.

The most popular gearbox with customers is the 16 speed mechanical unit, ideal for quarry operations.

The catalogue also includes an automated version, however.

The most common drive configuration is the 8x4, but an 8x8 is also available for particularly challenging missions.

Finally, the Trakker offers a choice of three different suspension systems (parabolic, semi-elliptical and pneumatic) as well as three types of cab (Active Day or Active Time with standard or high roof).

ALMOST TWO THOUSAND VERSIONS A truck for every mission. This is the policy governing Iveco’s truck production system. Among all the different equipment versions, chassis variants, suspension types and axle ratios, this results in over 1700 standard factory versions. A level of configurability you would normally only find in the car sector.

• 2 versions (rigid or tractor unit), GVW of 40 tons (cab version) or 56 tons (tractor + semi-trailer combined).

• 2 engines (8 and 13 litres) developing 310, 330, 360, 410, 450 or 500 HP. • 5 gearboxes (manual 16-speed or EuroTronic 12 or 16-speed automated).

• 2 cabs: short (Active Day) for day-only operations or sleeper (Active Time) for overnight operations.

• 2 roof heights (standard and high).

• 2, 3 or 4 axles with a choice of drive configurations (4x2, 4x4, 6x4, 6x6, 8x4 and 8x8).

With two, three, or four axles, 2WD or AWD , and in normal road haulage or special transport versions, the new Astra HD9 represents the ultimate in specialist trucks for construction site operations and heavy transport. Its mechanical suspension systems are fully adjustable in preload to ensure the right level of driver comfort over all types of surface.

The HD9’s 8 and 13 litre, Euro 5, Cursor engines with electronically managed pump injectors and overhead camshafts develop between 310 and 560 HP. Thanks to exceptional torque and power at all speeds, these engines deliver great flexibility and plenty of engine braking, two essential characteristics for site operations.

The entire driveline is specially designed to withstand the toughest and most challenging missions. Astra offers an excellent choice of gearboxes, including the new ZF Ecosplit 4-speed to 16-speed mechanical units, an ASTronic 16-speed automated unit, and an Allison 4700 fully automatic unit designed to optimise engine performance under acceleration and deliver unrivalled traction over all types of terrain.

To suit different operating conditions, Astra also offers customers the option of equipping their vehicles with 8 ton, 8.5 ton, or 9 ton front axles (standard or drive axles). You can even specify a reinforced version with a load rating of 10 tonnes for the front drive axles of 6x6 and 8x6 models.

There is also an extensive choice of tyres, from 13R22.5 to 16.00R20.

A chassis that sets new standards The real strength of the HD9 lies in the Astra chassis, made from special, high strength, flexible steel. The chassis incorporates two parallel, C section (320 x 90 x 10 mm) beams that are perfectly flat for their entire length and joined by cross members.

The Astra chassis has the highest rail bending moment (R.B.M.) of all the trucks in its class and is famous for its ability to carry even the heaviest loads over all sorts of terrain, minimising torsional stress and ensuring superb stability even with very high centres of gravity. The clean lines of the chassis, which is so robust that it does not require reinforcing elements, makes the installation of all types of body quick and easy. The cast suspension supports and axle mountings have been designed applying extremely high safety factors to ensure that the HD9’s chassis really is the best in class.

Perfect control on any road With the introduction of a new cab, mounted on the robust Astra parallel beam chassis, the HD9 has consolidated its position of leadership in the specialist off-road truck segment and now offers the highest levels of comfort (in terms of seating and noise level), as well as safety and extreme performance.

The new cab is made from specially treated steel, and is actually lighter than the fibreglass cab fitted to previous Astra models, thus reducing vehicle weight. The reinforced cab body features special linkages that allow the cab suspension to work in the smoothest possible way, eliminating lateral movement.

THE NEW HD9 (HD9 84.44 cab and chassis, Euro 5 engine, 8x4 traction) Wheelbase: 2,350 mm Tyres: 13R22.5 Engine: FPT Cursor 13 Displacement: 12,882 cc Max. power: 324 kW at 1900 rpm.

Max. torque: 2,100 Nm from 1000 to 1400 rpm Gearbox: Ecosplit 4 – ZF162220TO GVW (site truck): 40,000 kg GVW (special truck): 48,000 kg

THE NEW DAILY IVECO IRISBUS The New Daily minibus is available in a number of versions to satisfy the different needs of public transport operators on urban routes and fast extraurban journeys.

The FPT Industrial 3 litre engine makes driving a real pleasure and respects the environment too. Available in two EEV diesel versions (146 and 170 HP) and in a CNG version (136 HP), the engine produces a maximum torque of 400 Nm at only 1250 rpm (170 HP version) and offers a combination of low emissions and consumption and high power and flexibility.

A broad and versatile range The New Daily is amazingly versatile and can be adapted to all public transport needs. The range includes four versions: CITIS (urban), RECREO (school), WAY (interurban) and TOURYS (touring).

Safety first!

Standard equipment includes ABS, traction control (ASR), the latest generation of electronic stability control (ESP), hill starting assistance (Hill Holder) and cornering fog lights. No wonder the New Daily minibus is one of the safest vehicles in its class. It can also be fitted with a driver airbag, speed limiter and electric braking.

The Tourys version offers all the comfort needed for long journeys: unicast air conditioning, reclining seats with velvet upholstery and even tinted windows. A wide range of luxury options, including leather seats, LCD screen with DVD player and refrigerator makes the New Daily minibus one of the tourism sector’s best loved vehicles.

13

PRODUCT

EUROCARGO continued

Unlike EGR, SCR does not involve the recirculation of exhaust gases to the combustion chamber.

The EEV Tector 6 common rail engine that powers the Eurocargo 4x4 is available in ML110E22W, ML110E25W, ML150E25W and ML150E28W configurations and three power variants: 220 HP (maximum torque 680 Nm between 1200 and 2100 rpm) 250 HP (maximum torque 850 Nm between 1250 and 2100 rpm) 280 HP (maximum torque 950 Nm between 1250 and 2100 rpm)

12

Competition is in its DNA The Eurocargo is one of the best suited trucks for racing conversions. Its rally-raid adventure began in 1994 in the form of an experiment by an Iveco dealer who fitted out an ML135E23WS version to take part in the Paris-Dakar. Given the Eurocargo’s excellent potential, the experience gained from this enterprise was put to use in a real racing programme that has resulted in a continuous presence in competitions since 1997. Podium positions were not long in coming. In the 1997 Master Rally, Miki Biasion and his Eurocargo 4x4 finished in overall second place in the truck class and in first place in the production truck class. That was followed by the 1998 Dakar Rally, the Tunisia Rally, the Pharaohs Rally and the UAE Desert Challenge. The objective of winning the truck class of the FIA Cross Country Rally World Cup was fulfilled that very year.

After a series of wins in various events, and following on the previous year’s victory in the Cross Country Rally World Cup, the Eurocargo then entered the Granada-Dakar in 1999, equipped with a number of technical innovations like a tyre inflation/deflation system, disk brake rear axle, 9-speed gearbox and an engine that developed over 300 HP. The decision was then taken to enter the Tunisia Rally with a reinforced long cab (the MLL) and a new, more aerodynamic body. These modifications earned this vehicle the “Evolution” designation. The Eurocargo won the Cross Country Rally World Cup, truck class, again in 1999.

Since 2002, the Eurocargo has entered various top class events, including the Bahia rally in Spain, the Rally of Turkey and the gruelling Dakar Rally, and achieved excellent results for many drivers. Thanks to the easy driving characteristics of the standard production version, the special racing conversions available and the many technical improvements introduced over the years, the Eurocargo 4x4 is the perfect truck for competitions.

Technical specifications of the 1999 MLL135E23WS ‘Evolution’ version: • Dimensions: Length 6600, Width 2500, Height 3200 mm • Reinforced long cab with roll bar, 3 anatomic seats and racing harnesses • Wheelbase: 3690 mm • Lightweight, rigid fibreglass rear body • Race-ready weight: 7850 kg • C section beam chassis, length 852 mm • Engine: turbocharged Iveco 8060.45M, 6 cylinder in-line, 5861 cc, power 350 HP • Gearbox: Iveco 2895.9, 9 speed + reduction ranges • Clutch: Valeo sintered • Front & rear axle: two stage reduction with diff-lock, final ratio 1:4.657 • Mechanical, semi-elliptical, leaf-spring suspension with special Ohlins shock absorbers • 405 mm self-ventilated disks front and rear brakes • Wabco/Astra tyre inflation/deflation system • 2 x 300 litre fuel tanks • Tyres: Michelin 14.00R20 XZL • Top speed: 150 km/h Technical specifications of the enhanced MLL140E24WS version: • Dimensions: Length 6700 Width 2500 Height 3200 mm • Reinforced crew cab with roll bar, 3 anatomic seats and racing harnesses • Wheelbase: 3690 mm • Lightweight, rigid fibreglass rear body • Race-ready weight: 8550 kg • C section beam chassis, length 852 mm • Engine: Tector turbocharged, 6 cylinder in-line, 5990 cc, power 420 HP • Gearbox: Iveco 2895.9, 9 speed + reduction ranges • Clutch: Valeo sintered • Front & rear axle: two stage reduction with diff-lock, final ratio 1:4.657 • Mechanical, semi-elliptical, leaf-spring suspension with special Donerre shock absorbers • 405 mm self-ventilated disks front and rear brakes • Teleflow tyre inflation/deflation system • 2 x 400 litre fuel tanks • Tyres: Michelin 14.00R20 XZL • Top speed: 160 km/h

TRAKKER

IVECO ASTRA HD9

THE TRUCK FOR 1000 MISSIONS

THE “TOUGH GUY” ON SITE

Robust, functional, powerful and reliable. This is the Trakker. The quarry and construction site vehicle that began life as the EuroTrakker in 1993 has evolved dramatically in technical terms since then.

So much, in fact, that in 2004 Iveco decided the time had come to introduce an heir, the Trakker, now one of the best selling quarry and site vehicles on the market. Without doubt, one of the characteristics that makes the Trakker so attractive is the large number of versions in which it is produced. The Trakker is ideal for a wide range of missions, including heavy material transport in the case of the tipper version, cement mixing, road maintenance and special load transport.

The Trakker also has many features that make it ideal for the emergency services and armed forces. Around 48% of customers order a tipper configuration, while 23% specify a cement mixer or drainage truck and 19% a version for other missions. 5% order the Trakker for refuse collection applications and another 5% want a multi-section body.

Even its engines set the Trakker apart from the competition.

Customers can choose between 8 and 13 litre Cursor engines developing between 310 and 500 horsepower.

Maximum torque is available at impressively low revs thanks to the integration of a waste gate valve.

This enables high turbo pressures to be generated at low engine speeds, maximising torque and minimising consumption. Another of the Trakker’s strengths is a turbocharging system that ensures high performance, excellent acceleration, superb flexibility and high power.

The system even eliminates the turbo-lag that normally delays engine response with respect to accelerator input.

The most popular gearbox with customers is the 16 speed mechanical unit, ideal for quarry operations.

The catalogue also includes an automated version, however.

The most common drive configuration is the 8x4, but an 8x8 is also available for particularly challenging missions.

Finally, the Trakker offers a choice of three different suspension systems (parabolic, semi-elliptical and pneumatic) as well as three types of cab (Active Day or Active Time with standard or high roof).

ALMOST TWO THOUSAND VERSIONS A truck for every mission. This is the policy governing Iveco’s truck production system. Among all the different equipment versions, chassis variants, suspension types and axle ratios, this results in over 1700 standard factory versions. A level of configurability you would normally only find in the car sector.

• 2 versions (rigid or tractor unit), GVW of 40 tons (cab version) or 56 tons (tractor + semi-trailer combined).

• 2 engines (8 and 13 litres) developing 310, 330, 360, 410, 450 or 500 HP. • 5 gearboxes (manual 16-speed or EuroTronic 12 or 16-speed automated).

• 2 cabs: short (Active Day) for day-only operations or sleeper (Active Time) for overnight operations.

• 2 roof heights (standard and high).

• 2, 3 or 4 axles with a choice of drive configurations (4x2, 4x4, 6x4, 6x6, 8x4 and 8x8).

With two, three, or four axles, 2WD or AWD , and in normal road haulage or special transport versions, the new Astra HD9 represents the ultimate in specialist trucks for construction site operations and heavy transport. Its mechanical suspension systems are fully adjustable in preload to ensure the right level of driver comfort over all types of surface.

The HD9’s 8 and 13 litre, Euro 5, Cursor engines with electronically managed pump injectors and overhead camshafts develop between 310 and 560 HP. Thanks to exceptional torque and power at all speeds, these engines deliver great flexibility and plenty of engine braking, two essential characteristics for site operations.

The entire driveline is specially designed to withstand the toughest and most challenging missions. Astra offers an excellent choice of gearboxes, including the new ZF Ecosplit 4-speed to 16-speed mechanical units, an ASTronic 16-speed automated unit, and an Allison 4700 fully automatic unit designed to optimise engine performance under acceleration and deliver unrivalled traction over all types of terrain.

To suit different operating conditions, Astra also offers customers the option of equipping their vehicles with 8 ton, 8.5 ton, or 9 ton front axles (standard or drive axles). You can even specify a reinforced version with a load rating of 10 tonnes for the front drive axles of 6x6 and 8x6 models.

There is also an extensive choice of tyres, from 13R22.5 to 16.00R20.

A chassis that sets new standards The real strength of the HD9 lies in the Astra chassis, made from special, high strength, flexible steel. The chassis incorporates two parallel, C section (320 x 90 x 10 mm) beams that are perfectly flat for their entire length and joined by cross members.

The Astra chassis has the highest rail bending moment (R.B.M.) of all the trucks in its class and is famous for its ability to carry even the heaviest loads over all sorts of terrain, minimising torsional stress and ensuring superb stability even with very high centres of gravity. The clean lines of the chassis, which is so robust that it does not require reinforcing elements, makes the installation of all types of body quick and easy. The cast suspension supports and axle mountings have been designed applying extremely high safety factors to ensure that the HD9’s chassis really is the best in class.

Perfect control on any road With the introduction of a new cab, mounted on the robust Astra parallel beam chassis, the HD9 has consolidated its position of leadership in the specialist off-road truck segment and now offers the highest levels of comfort (in terms of seating and noise level), as well as safety and extreme performance.

The new cab is made from specially treated steel, and is actually lighter than the fibreglass cab fitted to previous Astra models, thus reducing vehicle weight. The reinforced cab body features special linkages that allow the cab suspension to work in the smoothest possible way, eliminating lateral movement.

THE NEW HD9 (HD9 84.44 cab and chassis, Euro 5 engine, 8x4 traction) Wheelbase: 2,350 mm Tyres: 13R22.5 Engine: FPT Cursor 13 Displacement: 12,882 cc Max. power: 324 kW at 1900 rpm.

Max. torque: 2,100 Nm from 1000 to 1400 rpm Gearbox: Ecosplit 4 – ZF162220TO GVW (site truck): 40,000 kg GVW (special truck): 48,000 kg

THE NEW DAILY IVECO IRISBUS The New Daily minibus is available in a number of versions to satisfy the different needs of public transport operators on urban routes and fast extraurban journeys.

The FPT Industrial 3 litre engine makes driving a real pleasure and respects the environment too. Available in two EEV diesel versions (146 and 170 HP) and in a CNG version (136 HP), the engine produces a maximum torque of 400 Nm at only 1250 rpm (170 HP version) and offers a combination of low emissions and consumption and high power and flexibility.

A broad and versatile range The New Daily is amazingly versatile and can be adapted to all public transport needs. The range includes four versions: CITIS (urban), RECREO (school), WAY (interurban) and TOURYS (touring).

Safety first!

Standard equipment includes ABS, traction control (ASR), the latest generation of electronic stability control (ESP), hill starting assistance (Hill Holder) and cornering fog lights. No wonder the New Daily minibus is one of the safest vehicles in its class. It can also be fitted with a driver airbag, speed limiter and electric braking.

The Tourys version offers all the comfort needed for long journeys: unicast air conditioning, reclining seats with velvet upholstery and even tinted windows. A wide range of luxury options, including leather seats, LCD screen with DVD player and refrigerator makes the New Daily minibus one of the tourism sector’s best loved vehicles.

13

COMPETITION

THE TEST OF THE TEN The story, objectives and results of the course organised

by Commercial & Technical Training, dedicated to the New Daily and its competitors. In comparative evaluations, the Iveco Daily stands out for reliability, ergonomics, acceleration, and more besides di Antonio Prezioso

A

14

up-to-date and committed salesman cannot afford to limit his knowledge to his own products. He needs to be well versed in those of the competition too. The reason is simple: you have to know your enemy before you can beat him. You need extensive knowledge to compete effectively in commercial vehicle sales. You have to understand the areas of business and industry in which your customers operate, so that you can offer them the most suitable version for their needs, and you also have to recognise the strengths and weaknesses of your competitor’s vehicles.

An Iveco salesman needs to be able to describe the features of the Daily with great precision and compare it with the alternatives proposed by other manufacturers, in great detail if necessary.

The ability to reply promptly and convincingly to questions is the most effective way of gaining the trust of potential customers.

Iveco’s Commercial & Technical Training organisation has responded to these needs with their usual professionalism, by organising an indepth course entitled “Daily test drive” for sales personnel. Over the months of November and December, participants in the course were given the chance to assess and test drive the Daily and its nine closest competitors at the Iveco Training Centre in Turin, and to understand first hand the features and faults of all ten.

The course teachers, supported by demo drivers from Customer Support, illustrated the products first in the classroom and then on the test track.

The course was both dynamic and well

organised and stimulated an excellent level of participant involvement. The Iveco test track was specially configured for the course, to simulate driving conditions requiring braking, acceleration, engine flexibility, gradient ability, general handling and reversing. Two Dailys, along with the competitors’ vehicles, were placed at the disposal of participants and assessed in terms of static features and dynamic performance. The two versions chosen for the occasion were a van version and a 35C15 twin wheel drop-side.

Course activities 20 salesmen followed the course at the Fiat Industrial Village every day. By the end of the course period, over 350 sales people had

acquired the know-how provided. The full immersion course split each new intake of students into two groups of ten, to follow classroom lessons and test drive the ten models on the track. By the end of each session, participants were able to express their judgements not only on the Daily but on all the vehicles of the competition too. Participants recorded their evaluations on two comparative assessment sheets, one for the vehicle’s static characteristics, dealing mainly with appearance, functionality, load space and ease of servicing, and the other for its dynamic characteristics, dealing with the tests conducted on the Iveco track to get a feel for the vehicle’s handling, safety, drivability and general comfort and practicality.

Each day the course therefore finished with an evaluation of the test vehicles’ qualities at the hands of the participants. When the course finished, all the assessment sheets were analysed, and a complete and detailed profile was obtained of the advantages that the New Daily offers over its nearest competitors.

In general, the New Daily van was considered superior in styling, appearance and cab space.

Comfort on board and serviceability were also evaluated as excellent. The New Daily van was also felt to handle better than its competitors on the track. Even the New Daily dropside scored well above the average for our competitors’ vehicles in nearly all the areas covered by the two assessment sheets.

The test drive vehicles – technical specifications Vans

kg GVW / GCW Front/Rear kg Max axle wt.

Volume of load bay Displacement: cc HP Max. power RPM Max. torque: Nm RPM Gearbox No. of gears Wheelbase mm Drive Rear wheels Brakes Tyres Weighed tare (*) kg Emissions

Drop-sides

Daily 35S13V

Ducato 3.5 130 cv

Sprinter 313,129

Transit 35,140

Cabstar 35,13

Maxity 35,130

Transit 35,140

Master 35,150

3500/7000

3300/5800

3500/5500

3500/5500

3500/6000 3500/7000

3500/7000

3500/7000

3500/6300

3500/6500

1800/2240

1750/1900

1650/2250

1750/2250

1850/2100 1900/2600

1750/2200

1750/2200

1750/2450

1850/2800

12 2286 126 2750/3750 320 1800/2750 5 + Rev. 3300 Rear Single Disc/Disc 225/65R16 2400 Euro 5

11,5 2287 130 3.600 320 1800/2750 6 + Rev. 3450 Front Single Disc/Disc 215/75R15 2040 Euro 5

14 2143 129 3.800 305 1200/2400 6 + Rev. 4325 Rear Single Disc/Disc 235/65R16 2400 Euro 5

11,9 2198 140 3.500 350 1800/2400 6 + Rev. 3750 Front Single Disc/Disc 215/75R16 2400 E4 + FAP

14 2998 2300 146 125 2920/3500 3.500 350 310 1250/2500 1400/2920 6 + Rev. 6 + Rev. 3450 3680 Rear Front Twin Single Disc/Disc Disc/Disc 225/65R16 19575R16 2280 2000 Euro 5 Euro 5

2488 130 3.600 270 1.800 5 + Rev. 2500 Rear Twin Disc/Disc 195/75R15 2280 Euro 4

2488 130 3.600 270 1.800 6 + Rev. 2500 Rear Twin Disc/Disc 195/75R15 2360 Euro 4

2400 140 3.500 375 2.000 6 + Rev. 3500 Rear Twin Disc/Disc 185/75R16 2480 Euro 4

2298 150 3.500 350 1500/2750 6 + Rev. 3700 Rear Twin Disc/Disc 195/75R16 2660 Euro 5

Master 35,125

Daily 35C15

(*) With full tank, without driver

Overall results – Static assessment – Average score table Assessment scale 1 2 3 4 5

VANS

Poor Mediocre Good Very good Excellent

Daily 35S13V

Ducato 130 multijet

Sprinter 313.129

Transit 35.140

Master 35.125

Exterior of cab

Design Cab access

3,79 3,79

3,72 3,74

3,78 3,67

2,34 2,72

3,38 3,41

Interior of cab

Cab interior design Perceived quality Space in cab Driver seat adjustment Steering wheel position/adjustment Storage compartments (no./size) Dashboard and instrument visibility Pedal position Traversability of cab Visibility from driving seat Comfort of seats

3,77 3,57 3,93 3,91 3,56 3,56 3,78 3,83 3,91 3,87 3,87

4,02 3,58 3,62 3,36 3,36 3,29 3,81 3,52 3,75 3,79 3,63

3,32 3,64 3,75 3,25 2,54 3,22 3,33 3,56 3,54 3,54 3,57

2,50 2,46 2,65 2,75 1,84 2,48 2,74 2,61 2,63 2,86 2,62

2,92 2,80 3,02 3,13 3,03 3,42 3,12 3,14 2,84 3,32 3,13

Sliding side door access Rear door access (opening) Height of rear of load bed from ground Door closing system Storage space over cab

3,59 3,52 2,58 3,40 3,62

3,84 3,98 4,27 3,64 2,55

3,74 3,50 3,20 3,51 1,42

2,80 2,88 2,85 2,85 1,96

3,57 3,65 3,94 3,34 1,68

Access to engine compartment Access to battery Routine checks – oil / water

3,81 3,84 4,00

2,84 2,55 3,25

3,57 2,38 3,49

2,71 2,12 3,22

2,99 2,16 3,30

Service

The New Daily proved the best of all the vans in the static assessment, with an average score of 3.79 out of 5. The Transit faired worst with a score of only 2.34. The New Daily emerged as the best vehicle overall, with just one negative assessment concerning the height of its load compartment. The Daily’s closest competitors were the Ducato, Sprinter and Master. The Transit came last.

Overall results – Dynamic assessment – Average score table Assessment scale 1 2 3 4 5

VANS

Poor Mediocre Good Very good Excellent

Daily 35S13V

Ducato 130 multijet

Sprinter 313.129

Transit 35.140

Master 35.125

Driving Comfort

Ergonomics & comfort, driving position Perceived noise in cab Action of gearshift

3,94 3,83 3,61

4,17 3,95 4,19

3,94 3,74 3,66

2,74 2,69 2,99

3,19 3,05 3,10

Performance

Response Elasticity / Pickup Gear spacing Acceleration

3,78 3,80 3,66 3,75

3,96 4,00 3,92 3,91

3,44 3,41 3,58 3,39

3,10 2,96 2,99 3,06

2,83 2,68 2,93 2,73

Brakes

Effort at pedal Stability and safety Braking distance Stopping power

3,98 3,95 4,07 3,75

4,07 4,07 4,12 3,68

3,77 3,92 3,83 3,49

2,88 3,03 2,87 2,74

3,18 3,28 3,20 2,89

Behaviour on road

Handling Agility and steering circle Manoeuvrability / Reversing visibility

4,13 4,43 4,15

4,08 4,00 3,98

3,58 3,48 3,58

2,67 2,70 2,84

3,04 2,78 3,11

In the dynamic assessment, the Daily came second after the Ducato. It was followed by the Sprinter, with the Master and Transit trailing well behind. In particular, the New Daily achieved the highest score for onroad performance, well ahead of the competition for ease of handling, agility e manoeuvrability

15

COMPETITION

THE TEST OF THE TEN The story, objectives and results of the course organised

by Commercial & Technical Training, dedicated to the New Daily and its competitors. In comparative evaluations, the Iveco Daily stands out for reliability, ergonomics, acceleration, and more besides di Antonio Prezioso

A

14

up-to-date and committed salesman cannot afford to limit his knowledge to his own products. He needs to be well versed in those of the competition too. The reason is simple: you have to know your enemy before you can beat him. You need extensive knowledge to compete effectively in commercial vehicle sales. You have to understand the areas of business and industry in which your customers operate, so that you can offer them the most suitable version for their needs, and you also have to recognise the strengths and weaknesses of your competitor’s vehicles.

An Iveco salesman needs to be able to describe the features of the Daily with great precision and compare it with the alternatives proposed by other manufacturers, in great detail if necessary.

The ability to reply promptly and convincingly to questions is the most effective way of gaining the trust of potential customers.

Iveco’s Commercial & Technical Training organisation has responded to these needs with their usual professionalism, by organising an indepth course entitled “Daily test drive” for sales personnel. Over the months of November and December, participants in the course were given the chance to assess and test drive the Daily and its nine closest competitors at the Iveco Training Centre in Turin, and to understand first hand the features and faults of all ten.

The course teachers, supported by demo drivers from Customer Support, illustrated the products first in the classroom and then on the test track.

The course was both dynamic and well

organised and stimulated an excellent level of participant involvement. The Iveco test track was specially configured for the course, to simulate driving conditions requiring braking, acceleration, engine flexibility, gradient ability, general handling and reversing. Two Dailys, along with the competitors’ vehicles, were placed at the disposal of participants and assessed in terms of static features and dynamic performance. The two versions chosen for the occasion were a van version and a 35C15 twin wheel drop-side.

Course activities 20 salesmen followed the course at the Fiat Industrial Village every day. By the end of the course period, over 350 sales people had

acquired the know-how provided. The full immersion course split each new intake of students into two groups of ten, to follow classroom lessons and test drive the ten models on the track. By the end of each session, participants were able to express their judgements not only on the Daily but on all the vehicles of the competition too. Participants recorded their evaluations on two comparative assessment sheets, one for the vehicle’s static characteristics, dealing mainly with appearance, functionality, load space and ease of servicing, and the other for its dynamic characteristics, dealing with the tests conducted on the Iveco track to get a feel for the vehicle’s handling, safety, drivability and general comfort and practicality.

Each day the course therefore finished with an evaluation of the test vehicles’ qualities at the hands of the participants. When the course finished, all the assessment sheets were analysed, and a complete and detailed profile was obtained of the advantages that the New Daily offers over its nearest competitors.

In general, the New Daily van was considered superior in styling, appearance and cab space.

Comfort on board and serviceability were also evaluated as excellent. The New Daily van was also felt to handle better than its competitors on the track. Even the New Daily dropside scored well above the average for our competitors’ vehicles in nearly all the areas covered by the two assessment sheets.

The test drive vehicles – technical specifications Vans

kg GVW / GCW Front/Rear kg Max axle wt.

Volume of load bay Displacement: cc HP Max. power RPM Max. torque: Nm RPM Gearbox No. of gears Wheelbase mm Drive Rear wheels Brakes Tyres Weighed tare (*) kg Emissions

Drop-sides

Daily 35S13V

Ducato 3.5 130 cv

Sprinter 313,129

Transit 35,140

Cabstar 35,13

Maxity 35,130

Transit 35,140

Master 35,150

3500/7000

3300/5800

3500/5500

3500/5500

3500/6000 3500/7000

3500/7000

3500/7000

3500/6300

3500/6500

1800/2240

1750/1900

1650/2250

1750/2250

1850/2100 1900/2600

1750/2200

1750/2200

1750/2450

1850/2800

12 2286 126 2750/3750 320 1800/2750 5 + Rev. 3300 Rear Single Disc/Disc 225/65R16 2400 Euro 5

11,5 2287 130 3.600 320 1800/2750 6 + Rev. 3450 Front Single Disc/Disc 215/75R15 2040 Euro 5

14 2143 129 3.800 305 1200/2400 6 + Rev. 4325 Rear Single Disc/Disc 235/65R16 2400 Euro 5

11,9 2198 140 3.500 350 1800/2400 6 + Rev. 3750 Front Single Disc/Disc 215/75R16 2400 E4 + FAP

14 2998 2300 146 125 2920/3500 3.500 350 310 1250/2500 1400/2920 6 + Rev. 6 + Rev. 3450 3680 Rear Front Twin Single Disc/Disc Disc/Disc 225/65R16 19575R16 2280 2000 Euro 5 Euro 5

2488 130 3.600 270 1.800 5 + Rev. 2500 Rear Twin Disc/Disc 195/75R15 2280 Euro 4

2488 130 3.600 270 1.800 6 + Rev. 2500 Rear Twin Disc/Disc 195/75R15 2360 Euro 4

2400 140 3.500 375 2.000 6 + Rev. 3500 Rear Twin Disc/Disc 185/75R16 2480 Euro 4

2298 150 3.500 350 1500/2750 6 + Rev. 3700 Rear Twin Disc/Disc 195/75R16 2660 Euro 5

Master 35,125

Daily 35C15

(*) With full tank, without driver

Overall results – Static assessment – Average score table Assessment scale 1 2 3 4 5

VANS

Poor Mediocre Good Very good Excellent

Daily 35S13V

Ducato 130 multijet

Sprinter 313.129

Transit 35.140

Master 35.125

Exterior of cab

Design Cab access

3,79 3,79

3,72 3,74

3,78 3,67

2,34 2,72

3,38 3,41

Interior of cab

Cab interior design Perceived quality Space in cab Driver seat adjustment Steering wheel position/adjustment Storage compartments (no./size) Dashboard and instrument visibility Pedal position Traversability of cab Visibility from driving seat Comfort of seats

3,77 3,57 3,93 3,91 3,56 3,56 3,78 3,83 3,91 3,87 3,87

4,02 3,58 3,62 3,36 3,36 3,29 3,81 3,52 3,75 3,79 3,63

3,32 3,64 3,75 3,25 2,54 3,22 3,33 3,56 3,54 3,54 3,57

2,50 2,46 2,65 2,75 1,84 2,48 2,74 2,61 2,63 2,86 2,62

2,92 2,80 3,02 3,13 3,03 3,42 3,12 3,14 2,84 3,32 3,13

Sliding side door access Rear door access (opening) Height of rear of load bed from ground Door closing system Storage space over cab

3,59 3,52 2,58 3,40 3,62

3,84 3,98 4,27 3,64 2,55

3,74 3,50 3,20 3,51 1,42

2,80 2,88 2,85 2,85 1,96

3,57 3,65 3,94 3,34 1,68

Access to engine compartment Access to battery Routine checks – oil / water

3,81 3,84 4,00

2,84 2,55 3,25

3,57 2,38 3,49

2,71 2,12 3,22

2,99 2,16 3,30

Service

The New Daily proved the best of all the vans in the static assessment, with an average score of 3.79 out of 5. The Transit faired worst with a score of only 2.34. The New Daily emerged as the best vehicle overall, with just one negative assessment concerning the height of its load compartment. The Daily’s closest competitors were the Ducato, Sprinter and Master. The Transit came last.

Overall results – Dynamic assessment – Average score table Assessment scale 1 2 3 4 5

VANS

Poor Mediocre Good Very good Excellent

Daily 35S13V

Ducato 130 multijet

Sprinter 313.129

Transit 35.140

Master 35.125

Driving Comfort

Ergonomics & comfort, driving position Perceived noise in cab Action of gearshift

3,94 3,83 3,61

4,17 3,95 4,19

3,94 3,74 3,66

2,74 2,69 2,99

3,19 3,05 3,10

Performance

Response Elasticity / Pickup Gear spacing Acceleration

3,78 3,80 3,66 3,75

3,96 4,00 3,92 3,91

3,44 3,41 3,58 3,39

3,10 2,96 2,99 3,06

2,83 2,68 2,93 2,73

Brakes

Effort at pedal Stability and safety Braking distance Stopping power

3,98 3,95 4,07 3,75

4,07 4,07 4,12 3,68

3,77 3,92 3,83 3,49

2,88 3,03 2,87 2,74

3,18 3,28 3,20 2,89

Behaviour on road

Handling Agility and steering circle Manoeuvrability / Reversing visibility

4,13 4,43 4,15

4,08 4,00 3,98

3,58 3,48 3,58

2,67 2,70 2,84

3,04 2,78 3,11

In the dynamic assessment, the Daily came second after the Ducato. It was followed by the Sprinter, with the Master and Transit trailing well behind. In particular, the New Daily achieved the highest score for onroad performance, well ahead of the competition for ease of handling, agility e manoeuvrability

15

COMPETITION

WHAT THE SALESMEN SAY

The combina tion of theory and practice course particu made this larly interestin g and worthw opportunity it hile. The offered to ch eck out my kn directly on our owledge competitors’ vehicles was important.” particularly (Maurizio Car osi - Strappin i, Terni)

As a new me mber of the sa les team, the gave a rare o course pportunity to le arn about our in person, and product even compare it with our competitors’ o fferings. The co urse has left m better equipp e far ed to answer th e questions put by customers to me who are incre asingly better in fo rmed!”.

(Stefania Spez iali - CIVI, Pe rugia)

THE ASSESSMENT SHEETS STATIC ASSESSMENT

16

• Cab exterior, style (design, access).

• Cab interior, functionality (interior design, perceived quality, space, driver seat adjustments, position and adjustments of steering wheel, number and accessibility of storage compartments, dashboard and instrument visibility, position of pedals, cab traversability, visibility, comfort of seats).

• Load compartment, working features (sliding side door access, rear door access, height above ground of rear of load bed, functionality of door closing system, above-cab storage space).

• Service, maintenance (access to engine compartment, access to battery, routine checks).

Overall results – Static assessment Average score table Assessment scale

Theory can o nly provide yo u with a start point. The co ing mparative test drives gave m practical kno e the wledge I nee d to present o product more ur effectively to customers.”

(Dani

1 2 3 4 5

DROP-SIDES

Poor Mediocre Good Very good Excellent

Maxity 35.130

Transit 35.140

Master 35.150

Design Cab access

3,79 3,79

2,12 2,01

2,27 2,08

2,34 2,72

3,38 3,41

Interior of cab

Cab interior design Perceived quality Space in cab Driver seat adjustment Steering wheel position/adjustment Storage compartments (no./size) Dashboard and instrument visibility Pedal position Traversability of cab Visibility from driving seat Comfort of seats

3,77 3,57 3,93 3,91 3,56 3,56 3,78 3,83 3,91 3,87 3,87

1,96 2,15 1,90 2,06 2,87 2,44 2,53 2,00 1,31 2,96 2,29

2,04 2,25 1,96 2,14 2,86 2,58 2,57 2,13 1,43 2,98 2,35

2,50 2,46 2,65 2,75 1,84 2,48 2,74 2,61 2,63 2,86 2,62

2,92 2,80 3,02 3,13 3,03 3,42 3,12 3,14 2,84 3,32 3,13

Service

Access to engine compartment Access to battery Routine checks – oil / water

3,81 3,84 4,00

2,45 2,96 2,18

2,52 2,96 2,28

2,71 2,12 3,22

2,99 2,16 3,30

The static assessment of all the drop-side models scored the New Daily ahead of all competing dropsides. The Cabstar faired worst. The Master, Transit and Maxity finished in the middle. The Transit scored worst for steering wheel position, cab traversability and access to the battery.

Overall results – Dynamic assessment Average score table Assessment scale 1 2 3 4 5

DROP-SIDES

Poor Mediocre Good Very good Excellent

Daily 35C15

Cabstar 35.13

Maxity 35.130

Transit 35.140

Master 35.125

Driving Comfort

Ergonomics & comfort, driving position Perceived noise in cab Action of gearshift

3,94 3,92 3,88

2,98 2,09 2,81

2,37 2,29 2,87

2,68 2,57 2,89

3,28 3,08 3,18

Performance

Response Elasticity / Pickup Gear spacing Acceleration

4,31 4,35 3,90 4,20

2,94 2,96 2,95 2,83

2,97 2,96 2,93 2,87

3,29 3,39 3,12 3,40

3,41 3,40 3,20 3,42

Brakes

Effort at pedal Stability and safety Braking distance Stopping power

4,05 4,19 4,22 4,06

2,81 2,66 2,61 2,65

2,81 2,67 2,62 2,73

2,93 3,00 2,95 2,90

3,31 3,38 3,39 3,15

Behaviour on road

Handling Agility and steering circle Manoeuvrability / Reversing visibility

4,19 4,27 4,19

3,92 4,32 3,76

3,88 4,23 3,72

2,99 2,96 3,01

3,16 2,90 3,21

DYNAMIC ASSESSMENT • Driving comfort, convenience (ergonomics and comfort of driving position, perceived interior noise, ease of gear shifting).

• Performance, engine characteristics (responsiveness, elasticity/flexibility, gearbox ratios, acceleration).

• Brakes, safety (effort at pedal, stability and safety, braking distances, stopping power).

• Behaviour on the road, drivability (manageability/handling, agility and turning circle, manoeuvrability/visibility when reversing).

Cabstar 35.13

Exterior of cab

ele Terilli - Ro mana Diesel, Roma)

Photos taken during the course.

Below, a classroom theory session. Beneath that, the line-up of vehicles and Customer Support demo drivers.

Above, sales personnel examining the vehicles as part of their comparative assessment.

Daily 35C15

The New Daily was only beaten by the Cabstar for agility and turning circle. Its scores were far higher than those of the competition in all other aspects. The Cabstar came off worst overall, followed by the Maxity, Master and Transit.

Overall results Static + Dynamic assessments 5 4 3 2

3,80

3,77

3,47

2,74

3,05

3,90

2,61

2,66

2,80

3,18

1 0 Vans

1

2

Daily 35S13V

Ducato 3,5 130 cv

3 Sprinter 313.129

Drop-sides

4

5

6

7

8

9

10

Transit 35.140

Master 35.125

Daily 35C15

Cabstar 35.13

Maxity 35.130

Transit 35.140

Master 35.150

Assessment scale: 1 Poor - 2 Mediocre - 3 Good - 4 Very good - 5 Excellent

An overall classification table, divided into two sections for vans and drop-sides, was drawn up on the basis of the total scores of all 350 course participants. Among the vans, the New Daily and the Ducato emerged as able to beat the toughest competition. The Daily also came top in the drop-side section, followed by the Maxity.

17

COMPETITION

WHAT THE SALESMEN SAY

The combina tion of theory and practice course particu made this larly interestin g and worthw opportunity it hile. The offered to ch eck out my kn directly on our owledge competitors’ vehicles was important.” particularly (Maurizio Car osi - Strappin i, Terni)

As a new me mber of the sa les team, the gave a rare o course pportunity to le arn about our in person, and product even compare it with our competitors’ o fferings. The co urse has left m better equipp e far ed to answer th e questions put by customers to me who are incre asingly better in fo rmed!”.

(Stefania Spez iali - CIVI, Pe rugia)

THE ASSESSMENT SHEETS STATIC ASSESSMENT

16

• Cab exterior, style (design, access).

• Cab interior, functionality (interior design, perceived quality, space, driver seat adjustments, position and adjustments of steering wheel, number and accessibility of storage compartments, dashboard and instrument visibility, position of pedals, cab traversability, visibility, comfort of seats).

• Load compartment, working features (sliding side door access, rear door access, height above ground of rear of load bed, functionality of door closing system, above-cab storage space).

• Service, maintenance (access to engine compartment, access to battery, routine checks).

Overall results – Static assessment Average score table Assessment scale

Theory can o nly provide yo u with a start point. The co ing mparative test drives gave m practical kno e the wledge I nee d to present o product more ur effectively to customers.”

(Dani

1 2 3 4 5

DROP-SIDES

Poor Mediocre Good Very good Excellent

Maxity 35.130

Transit 35.140

Master 35.150

Design Cab access

3,79 3,79

2,12 2,01

2,27 2,08

2,34 2,72

3,38 3,41

Interior of cab

Cab interior design Perceived quality Space in cab Driver seat adjustment Steering wheel position/adjustment Storage compartments (no./size) Dashboard and instrument visibility Pedal position Traversability of cab Visibility from driving seat Comfort of seats

3,77 3,57 3,93 3,91 3,56 3,56 3,78 3,83 3,91 3,87 3,87

1,96 2,15 1,90 2,06 2,87 2,44 2,53 2,00 1,31 2,96 2,29

2,04 2,25 1,96 2,14 2,86 2,58 2,57 2,13 1,43 2,98 2,35

2,50 2,46 2,65 2,75 1,84 2,48 2,74 2,61 2,63 2,86 2,62

2,92 2,80 3,02 3,13 3,03 3,42 3,12 3,14 2,84 3,32 3,13

Service

Access to engine compartment Access to battery Routine checks – oil / water

3,81 3,84 4,00

2,45 2,96 2,18

2,52 2,96 2,28

2,71 2,12 3,22

2,99 2,16 3,30

The static assessment of all the drop-side models scored the New Daily ahead of all competing dropsides. The Cabstar faired worst. The Master, Transit and Maxity finished in the middle. The Transit scored worst for steering wheel position, cab traversability and access to the battery.

Overall results – Dynamic assessment Average score table Assessment scale 1 2 3 4 5

DROP-SIDES

Poor Mediocre Good Very good Excellent

Daily 35C15

Cabstar 35.13

Maxity 35.130

Transit 35.140

Master 35.125

Driving Comfort

Ergonomics & comfort, driving position Perceived noise in cab Action of gearshift

3,94 3,92 3,88

2,98 2,09 2,81

2,37 2,29 2,87

2,68 2,57 2,89

3,28 3,08 3,18

Performance

Response Elasticity / Pickup Gear spacing Acceleration

4,31 4,35 3,90 4,20

2,94 2,96 2,95 2,83

2,97 2,96 2,93 2,87

3,29 3,39 3,12 3,40

3,41 3,40 3,20 3,42

Brakes

Effort at pedal Stability and safety Braking distance Stopping power

4,05 4,19 4,22 4,06

2,81 2,66 2,61 2,65

2,81 2,67 2,62 2,73

2,93 3,00 2,95 2,90

3,31 3,38 3,39 3,15

Behaviour on road

Handling Agility and steering circle Manoeuvrability / Reversing visibility

4,19 4,27 4,19

3,92 4,32 3,76

3,88 4,23 3,72

2,99 2,96 3,01

3,16 2,90 3,21

DYNAMIC ASSESSMENT • Driving comfort, convenience (ergonomics and comfort of driving position, perceived interior noise, ease of gear shifting).

• Performance, engine characteristics (responsiveness, elasticity/flexibility, gearbox ratios, acceleration).

• Brakes, safety (effort at pedal, stability and safety, braking distances, stopping power).

• Behaviour on the road, drivability (manageability/handling, agility and turning circle, manoeuvrability/visibility when reversing).

Cabstar 35.13

Exterior of cab

ele Terilli - Ro mana Diesel, Roma)

Photos taken during the course.

Below, a classroom theory session. Beneath that, the line-up of vehicles and Customer Support demo drivers.

Above, sales personnel examining the vehicles as part of their comparative assessment.

Daily 35C15

The New Daily was only beaten by the Cabstar for agility and turning circle. Its scores were far higher than those of the competition in all other aspects. The Cabstar came off worst overall, followed by the Maxity, Master and Transit.

Overall results Static + Dynamic assessments 5 4 3 2

3,80

3,77

3,47

2,74

3,05

3,90

2,61

2,66

2,80

3,18

1 0 Vans

1

2

Daily 35S13V

Ducato 3,5 130 cv

3 Sprinter 313.129

Drop-sides

4

5

6

7

8

9

10

Transit 35.140

Master 35.125

Daily 35C15

Cabstar 35.13

Maxity 35.130

Transit 35.140

Master 35.150

Assessment scale: 1 Poor - 2 Mediocre - 3 Good - 4 Very good - 5 Excellent

An overall classification table, divided into two sections for vans and drop-sides, was drawn up on the basis of the total scores of all 350 course participants. Among the vans, the New Daily and the Ducato emerged as able to beat the toughest competition. The Daily also came top in the drop-side section, followed by the Maxity.

17

ACCESSORIES

AFTER SALES

A GREAT OPPORTUNITY TO SECURE LOYALTY

FOR PERSONALISING YOUR NEW DAILY

“Elements” is an after sales programme that offers customers a wide range of personalised service plans to keep their vehicles in tip-top condition

The Iveco Shop offers a range of accessories for customising the New Daily according to vehicle mission and customer needs.

The following is just a selection of the articles available in the 2012 accessories catalogue

Nicola Grande

I

ntroduced in 2010, the Elements scheme has enabled customers to obtain tailored and configurable servicing to keep their vehicles perfectly efficient. The distinctive features of the Elements scheme are the flexibility of the scheme itself, the efficiency of the tools it provides and the competence of the personnel. Customers know they can count on the vast experience and professionalism of Iveco and its sales and service networks. The Elements scheme helps build customer loyalty by ensuring that all vehicles serviced under it enjoy a long working life irrespective of mission, and maintain a high re-sale value over time.

All Elements contracts deliver 100% Iveco benefits and 100% Iveco value: • Flexibility in choosing the ideal service plan • Transparency in quotes and payments 18

• The efficiency of the Iveco service network and use of 100% Iveco spare parts • The competence and professionalism of specialist mechanics and the latest generation of diagnostic tools • Certainty that your vehicle will be maintained in peak condition • A high re-sale value thanks to regular servicing, guaranteed by Iveco

ECONOMICAL DAILY Different markets offer different service plans to suit local operating conditions.

For example, some markets have revised the engine oil change interval, extending it from 1 to 2 years or every 40,000 kilometres.

This has reduced operating costs and service plan prices for the end customer.

Other markets, where climate and driving conditions demand more frequent oil changes, have chosen to leave the original interval unchanged. Careful analysis of data has shown that, with an average use of 20,000 kilometres a year, the servicing costs for a New Daily are average compared to those of our competitors’.

Savings of up to 50% in the cost of engine oil and oil filter, however, put the New Daily at the top of the economy table in this particular aspect of maintenance.

CARPET MATS

SEAT COVERS

Designed to match the vehicle’s interior finish and personalised with an embroidered logo. Stitched edging to prevent unravelling. Double fixing system for a perfect fit with no risk of tripping.

New design seat covers for a more personal New Daily interior. Available in two variants, with red or blue trim.

PN 500036284 The “SIQUOTA” online system for formulating clear and simple quotes was revised to coincide with the introduction of the New Daily.

Constant updates to our price lists allow sales personnel to define service costs with the greatest precision and give our customers full visibility over their chosen service plan.

500036285

DESCRIPTION Special New Daily “Magnum” series velour carpet mat with red edging Special New Daily “Magnum” series velour carpet mat with blue edging

TOMTOM GO1000 PND NAVIGATOR KIT The new portable navigator from TomTom displays the location of Iveco service centres all over Europe.

Technical specifications • Screen: 4.3” (11 cm) LCD, widescreen (16:9), WQVGA (480 x 272 pixels, 64,000 colours). • GPS receiver: high sensitivity GPS chipset • Memory: 4 GB flash memory • Weight: 220 g.

Special new software version: • Dedicated Iveco splash screen on activation • Dedicated Iveco Daily icon • Specific Iveco places of interest.

The kit includes: • Tom-Tom GO1000 Navigator • Cradle • Sucker with vehicle power cable.

PN 500043898 “LIVE” KIT NB: Native language software available for all markets, Russian currently under development.

AVIC F930BT NAVIGATOR The multi-sensor AVIC-F930BT provides navigation, entertainment and communication functions, all in the one product.

PN 500044018

RED

BLUE

PN

DESCRIPTION

500036280 500036281 500036282 500036283 500036287 500036288 500036289 500036290

Driver Double passenger seat Double passenger seat with airbag Rear bench seat Driver Double passenger seat Double passenger seat with airbag Rear bench seat

19

LOAD COMPARTMENT LINERS New design load compartment liners for the New Daily. The kit includes the full set of liners in a single pack.

1 - MDF liners for RH/LH walls + RH/LH side doors + rear and side doors + cab wall.

2 – Multi-layer phenolic liners for floor + RH/LH wheel arches.

PN

WHEELBASE

WHEELS

OVERHANG DRIVE

500036291 500036292 500036293 500036294 500036296 500036297 500036298

3000 3000 3330 3950 3000 3300 3950

SINGLE SINGLE SINGLE SINGLE TWIN TWIN TWIN

SHORT LONG

LONG

LH LH LH LH LH LH LH

BLAUPUNKT CAR RADIO The Blaupunkt Toronto 400 Bluetooth car radio also incorporates a USB port to let you listen to your favourite songs even in MP3 format.

PN 500044068

ACCESSORIES

AFTER SALES

A GREAT OPPORTUNITY TO SECURE LOYALTY

FOR PERSONALISING YOUR NEW DAILY

“Elements” is an after sales programme that offers customers a wide range of personalised service plans to keep their vehicles in tip-top condition

The Iveco Shop offers a range of accessories for customising the New Daily according to vehicle mission and customer needs.

The following is just a selection of the articles available in the 2012 accessories catalogue

Nicola Grande

I

ntroduced in 2010, the Elements scheme has enabled customers to obtain tailored and configurable servicing to keep their vehicles perfectly efficient. The distinctive features of the Elements scheme are the flexibility of the scheme itself, the efficiency of the tools it provides and the competence of the personnel. Customers know they can count on the vast experience and professionalism of Iveco and its sales and service networks. The Elements scheme helps build customer loyalty by ensuring that all vehicles serviced under it enjoy a long working life irrespective of mission, and maintain a high re-sale value over time.

All Elements contracts deliver 100% Iveco benefits and 100% Iveco value: • Flexibility in choosing the ideal service plan • Transparency in quotes and payments 18

• The efficiency of the Iveco service network and use of 100% Iveco spare parts • The competence and professionalism of specialist mechanics and the latest generation of diagnostic tools • Certainty that your vehicle will be maintained in peak condition • A high re-sale value thanks to regular servicing, guaranteed by Iveco

ECONOMICAL DAILY Different markets offer different service plans to suit local operating conditions.

For example, some markets have revised the engine oil change interval, extending it from 1 to 2 years or every 40,000 kilometres.

This has reduced operating costs and service plan prices for the end customer.

Other markets, where climate and driving conditions demand more frequent oil changes, have chosen to leave the original interval unchanged. Careful analysis of data has shown that, with an average use of 20,000 kilometres a year, the servicing costs for a New Daily are average compared to those of our competitors’.

Savings of up to 50% in the cost of engine oil and oil filter, however, put the New Daily at the top of the economy table in this particular aspect of maintenance.

CARPET MATS

SEAT COVERS

Designed to match the vehicle’s interior finish and personalised with an embroidered logo. Stitched edging to prevent unravelling. Double fixing system for a perfect fit with no risk of tripping.

New design seat covers for a more personal New Daily interior. Available in two variants, with red or blue trim.

PN 500036284 The “SIQUOTA” online system for formulating clear and simple quotes was revised to coincide with the introduction of the New Daily.

Constant updates to our price lists allow sales personnel to define service costs with the greatest precision and give our customers full visibility over their chosen service plan.

500036285

DESCRIPTION Special New Daily “Magnum” series velour carpet mat with red edging Special New Daily “Magnum” series velour carpet mat with blue edging

TOMTOM GO1000 PND NAVIGATOR KIT The new portable navigator from TomTom displays the location of Iveco service centres all over Europe.

Technical specifications • Screen: 4.3” (11 cm) LCD, widescreen (16:9), WQVGA (480 x 272 pixels, 64,000 colours). • GPS receiver: high sensitivity GPS chipset • Memory: 4 GB flash memory • Weight: 220 g.

Special new software version: • Dedicated Iveco splash screen on activation • Dedicated Iveco Daily icon • Specific Iveco places of interest.

The kit includes: • Tom-Tom GO1000 Navigator • Cradle • Sucker with vehicle power cable.

PN 500043898 “LIVE” KIT NB: Native language software available for all markets, Russian currently under development.

AVIC F930BT NAVIGATOR The multi-sensor AVIC-F930BT provides navigation, entertainment and communication functions, all in the one product.

PN 500044018

RED

BLUE

PN

DESCRIPTION

500036280 500036281 500036282 500036283 500036287 500036288 500036289 500036290

Driver Double passenger seat Double passenger seat with airbag Rear bench seat Driver Double passenger seat Double passenger seat with airbag Rear bench seat

19

LOAD COMPARTMENT LINERS New design load compartment liners for the New Daily. The kit includes the full set of liners in a single pack.

1 - MDF liners for RH/LH walls + RH/LH side doors + rear and side doors + cab wall.

2 – Multi-layer phenolic liners for floor + RH/LH wheel arches.

PN

WHEELBASE

WHEELS

OVERHANG DRIVE

500036291 500036292 500036293 500036294 500036296 500036297 500036298

3000 3000 3330 3950 3000 3300 3950

SINGLE SINGLE SINGLE SINGLE TWIN TWIN TWIN

SHORT LONG

LONG

LH LH LH LH LH LH LH

BLAUPUNKT CAR RADIO The Blaupunkt Toronto 400 Bluetooth car radio also incorporates a USB port to let you listen to your favourite songs even in MP3 format.

PN 500044068

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