With the e-Daily, Iveco will also be offering its van veteran battery-electric from the turn of the year. Except for the range, no compromises have to be made compared to the diesel, since the batteries are housed in the ladder frame to save space. The delivery program for the new competitor of the electric Mercedes Sprinter or the electric Ford Transit is correspondingly broad. Starting with the chassis, the panel van, the flatbed through to special superstructures, there are no limits to the configuration.
Depending on the version, the e-Daily has a payload of up to 4.6 tons and, with a trailer load of 3.5 tons, can carry just as much as a Daily with a diesel engine. This is unique in the segment of light electric commercial vehicles. However, the electric van is also quite expensive to buy: for the e-Daily 35514E with platform, the Italians take a self-confident 81,697 euros gross, and for the panel van it is even a proud 88,835 euros. On the other hand, a Mercedes e-Sprinter or the Ford E-Transit are considered to be cheap bargains that save a few thousand in a direct comparison.
The customer chooses between three modular battery levels
However, Iveco is proud of the batteries, which are said to have a usable energy density of a high 95 percent. In addition, the electric Daily can be individually tailored for the respective application. A total of three battery packs are available, each with a capacity of 37 kWh. If the customer chooses the basic storage depot, the Stromer can travel up to 120 kilometers according to the WLTP standard. With two packs it is up to 235 km and with the third lithium-ion pack and a total capacity of 111 kWh, the radius of action increases to a maximum of 300 kilometers. The good thing about this: If the purpose of use changes later and the e-Daily goes from the last mile in the city to longer tours in the future, the modular battery packs can be upgraded to up to 111 kWh by the specialist workshop afterwards.
At a quick-charging station, the van needs around 64 minutes with one battery to fill its batteries from 20 to 80 percent. With the second battery level it is 58 minutes and with the third pack the period is 90 minutes. With its standard 11 kW AC charger, the Iveco needs a good eight hours to “fill up”. The cabin can be heated or cooled in advance without having to draw the necessary energy from the vehicle batteries. The driver can follow the current state of charge remotely at any time live via a smartphone app. Alternatively, the state of charge can also be determined directly at the front connection, which is located behind an easily accessible flap.
The electric motor of the new Iveco has an output of 140 kW (190 hp). The maximum torque is 400 Newton meters. The e-Daily pulls off with corresponding power – if necessary up to a top speed of 120 km/h. Three driving modes can be selected via a switch on the center console, in which the e-transporter sprints beyond the normal mode using the overboost function or saves additional energy using the eco mode.
In addition, the eDaily offers several recuperation levels. To do this, the driver simply slides the selector lever to the left into a separate gate. In the highest level, One Pedal Driving, most of the energy is recovered. Then the electric daily decelerates so much that the driver hardly has to press the brake when lifting the accelerator pedal. as soon as he approaches a traffic light. This is not only convenient and reduces the power requirement, but noticeably reduces wear on the brake pads.
In general, Iveco speaks of 50 percent lower maintenance costs for the electric Daily compared to diesel. In addition, an eight-year warranty promise with up to 250,000 kilometers should inspire confidence in the battery technology. If the battery capacity drops below 80 percent during this time, Iveco simply replaces the storage depot. That should convince both craftsmen and vehicle fleets.
Apart from the high purchase price, the Iveco e-Daily undoubtedly does a good job with its many configuration options. (Guido Borck/cen)