Iveco Daily E6 2024 review: 35S Van auto - GVM test

Our test vehicle is the Daily 35S which continues Iveco’s tradition of offering buyers generous choice.

In this case, there’s standard or optional engines and transmissions plus two roof heights, three wheelbases, four van lengths and four load volumes to choose from when tailoring a vehicle to their specific requirements.

For example, our 35S is powered by the standard 2.3-litre four-cylinder turbo-diesel paired with an optional eight-speed automatic transmission and the optional combination of a 3520mm wheelbase with the tallest (H2) 1900mm roof height and 12-cubic metre load volume.

Our test vehicle wears a price tag of $79,609 (plus GST and ORCs). (Image: Mark Oastler)

It’s also equipped with two of four optional packs, one of which is the ‘Hi-Technology Pack – Auto Transmission’ which includes active driver aids like 'City Brake', 'Queue Assist', 'Traction Plus' and 'Hill Descent' plus automatic high-beam control, lane-departure warning and lane-keep assist.

The other is the ‘Hi-Business Pack’ which brings fog lights, LED headlights, open storage with inductive plus USB charge and 'Hi-Connect' multimedia system with GPS. And it’s wearing optional 16-inch alloy wheels and 'Mineral Grey' metallic paint.

So, although the base 35S list price is $66,734, the ‘as tested’ list price of our example is $79,609 (plus GST and ORCs for both).

The ‘Hi-Business Pack’ adds fog lights and LED headlights to the 35S. (Image: Mark Oastler)

The 35S comes standard with 16-inch steel wheels and 235/65R16 tyres with a full-size spare, plus daytime running lights, reversing camera, heated door mirrors, adaptive cruise control, a fully adjustable, heated and suspended driver’s bucket seat, two-passenger bench seat, dash-mounted electronic parking brake, two USB ports plus ample cabin storage and safety tech.

The driver gets a 3.5-inch TFT (aka high-resolution) instrument cluster with seven screen menus and more than 100 points of information.

Also standard is a four-speaker multimedia system with DAB digital radio and multiple connectivity including Apple CarPlay and Android Auto.

Upfront of the 35S is a 3.5-inch instrument cluster with seven screen menus. (Image: Mark Oastler)

With its 2279kg tare weight and 3800kg GVM, our test vehicle has a sizeable 1521kg payload limit.

It’s also rated to tow up to 3500kg of braked trailer and with its 7300kg GCM (or how much it can legally carry and tow at the same time) that means it can tow its maximum trailer weight while carrying its maximum payload.

The cargo bay (with a laminated load floor in our example) is 3540mm long and 1740mm wide with 1317mm between the wheel housings. That means it can carry up to two standard 1165mm-square Aussie pallets, or up to four 1200 x 800mm Euro pallets.

There are 10 load-anchorage points and its 1900mm internal height contributes to a generous load volume of 12 cubic metres. A cave-like storage compartment above the cabin is handy for storing straps, ropes, load-padding and more.

The cargo bay is 3540mm long and 1740mm wide. (Image: Mark Oastler)

Access to the lined cargo bay is via a LHS sliding-door with a 1260mm opening or rear barn-doors which can open to 270-degrees for easy forklift or loading dock access.

Each cargo bay door-opening is equipped with a bright yellow safety handle to assist entry. There’s also internal lighting plus an external LED above the rear doors to provide overhead illumination in poor light conditions.

The cabin has a full-width shelf at roof height and each door offers three tiers of storage, with the largest equipped with small and large bottle-holders.

There’s no shortage of places to carry stuff in this cabin. (Image: Mark Oastler)

On top of the dash are two large bins with clamshell lids, plus a central bin with two USB ports and (optional) cordless phone-charging dock. There are also cup/small-bottle holders on each side of the dash, an open shelf and small glove box on the passenger side plus shelves for smaller items in the centre.

The middle seat’s backrest folds forward to reveal a small work desk on the back of it, complete with spring-loaded document clamp.

This desk platform can be raised to reveal a padded compartment below it that’s ideal for storing pens and slender electronic devices (phones, iPads etc).

Both base cushions in the passenger seat can also be tilted forward to access a cavernous hidden storage area beneath, so there’s no shortage of places to carry stuff in this cabin.

It’s easy to climb aboard using the handles on the windscreen pillars. Driver accommodation is excellent, given the heated driver’s seat also has its own weight-adjustable suspension system, inboard armrest and adjustable lumbar support/base-cushion rake, combined with the two-way adjustable steering wheel.

The windscreen offers a panoramic view and there are clear eyelines to the door mirrors, in which the lower sections are fitted with wide-angle lenses. Controls are easy to see, reach and use.

The only thing missing in the cabin, for us at least, is a left footrest like the one residing in the passenger footwell, which is of course the driver’s footwell in LHD models. Even so, it’s easy for right-hand drivers of most shapes and sizes to find a comfortable position.

With the added 1300kg in the cargo bay and the our crew of two equalled a total payload of 1460kg. (Image: Mark Oastler)

We inflated the tyres to their recommended pressures and forklifted 1300kg into the cargo bay, which combined with our crew of two equalled a total payload of 1460kg, which was about 60kg under of its peak rating.

As you would expect, the ride was firmer and more accelerator pedal was required to maintain engine performance, but it competently hauled this load around town and displayed good engine flexibility either side of its 1500rpm torque peak.

It felt well-planted on the road and stable during cornering, although the front suspension felt unreasonably harsh over some bumps.

Engine and tyre noise are low at highway speeds. (Image: Mark Oastler)

We didn’t detect much of a difference in engine response between the Eco and Power modes but the smooth-shifting and intelligent eight-speed auto works well, automatically downshifting when it detects wheel-braking, particularly on downhills, to assist with engine-braking.

The new ‘city mode’ to reduce low-speed steering effort is excellent when negotiating tight spots typically encountered during delivery and service work.

The steering wheel can literally be turned with a finger or two, reducing fatigue for drivers that regularly need to tackle these manoeuvres.

Our test 35S is wearing optional 16-inch alloy wheels. (Image: Mark Oastler)

Engine and tyre noise are low at highway speeds, which combined with the bulkhead creates a cabin environment in which conversations can take place without raised voices. Wind-buffeting around the big door mirrors is the most noticeable intrusion.

The adaptive cruise control also works well, particularly in maintaining the set speed on long downhill stretches which is most welcome in a world of ever-increasing speed cameras.

It also performed well on our 13 per cent gradient, 2.0km set climb at 60km/h, comfortably hauling this payload to the summit in Power mode with two lower gears in reserve. Engine-braking on the way down was not as strong, but what we expected given the size of the engine and payload, requiring several brake applications which were well up to the task.

Standard warranty is a relatively short three years/200,000km but the option of up to five years/300,000km is available at extra cost.

Scheduled servicing is every 50,000km/12 months, whichever occurs first. Iveco offers a range of maintenance agreements to help owners manage maintenance costs.