Safety and respect for the environment

In line with higher active safety targets, the New Daily is equipped with a high-efficiency braking system, an outstanding modular system which ensures prompt and progressive braking. Powerassisted both for higher GVW versions and medium weight versions (3.5 t), the biggest change is seen in the braking system of lighter class (up to 3.5 t) vehicles. The front and rear disc diameters have been increased and self-ventilated front brake discs have been adopted. The final result is shorter vehicle braking distance: from 100 to 0 km/h in 42 metres with a full payload. At half-load (a common occurrence for most applications) this distance is further reduced to only 40 metres.
Finally, the integration of the handbrake into the rear brake calliper (on the 35C model) allows for easier handling and a reduction in unladen weight of around 9 kg.

Besides a high-performance braking system, the New Daily is equipped with an ABS8 Anti-lock Braking System, one of the most advanced on the market today, complete with Electronic Brake force Distribution (EBD). The latter distributes the braking action over the four wheels in order to prevent the brakes locking, thus guaranteeing full vehicle control under any conditions. Furthermore, the system adjusts itself to the level of grip provided by the wheels themselves as well as to the efficiency of the brake pads, also reducing the latter from overheating.

The Daily was the first light commercial vehicle to adopt the sophisticated ESP8, the latest generation stability control programme. This new function “recognises” the distribution of the vehicle’s payload, thereby adjusting its response during tight turning circles.
This is how it works: The ESP checks the continual grip of the tyres to the ground both longitudinally and laterally and, in the event of the vehicle skidding, compensates to restore the structure’s direction and stability. It actually uses sensors to detect the rotation of the vehicle on its vertical axis (yaw speed), lateral acceleration and steering wheel angle, as positioned by the driver (which indicates the chosen direction). It then compares this data with parameters calculated by an onboard computer and uses a complex mathematical model to stabilise the vehicle depending on whether it is gripping safely during cornering or if the nose or tail is about to skid outwards (understeer or oversteer). To bring the vehicle back to the correct trajectory, the device generates a skid to counter this instability by individually braking the appropriate wheel (internal or external) and reducing engine power (using the throttle).

An integral part of the ESP8 is the Hill Holder system which assists the driver during hill starts. It turns on when the ESP control unit perceives a variation in the vehicle’s inclination by means of a longitudinal acceleration sensor. During hill acceleration, the control unit responds when it senses that the vehicle is in first gear, with brake pedals and clutch depressed. In this way, pressure on the front brake callipers is maintained for around 1.5 seconds after release of the pedal, allowing the driver to set off with ease. During downhill starts from first gear, the Hill Holder function remains inactive. The opposite is true when in reverse gear: the system is activated during downhill starts and deactivated during uphill starts.

An integral part of the ESP8 is Anti Slip Regulation (ASR) system which ensures optimal traction with the aid of brakes and engine control at any speed. Depending on the number of wheel revolutions calculated by the ABS sensors, the device assesses the degree of slip and activates two different control systems to restore wheel grip.

When excessive power demand causes both driven wheels to skid (for example in the case of aquaplaning or when accelerating on uneven, icy or snowy road surfaces), the control unit responds by reducing engine torque.

If only one wheel slips (for example the internal wheel during cornering followed by acceleration or under dynamic load variations), the wheel is automatically braked without the driver needing to depress the brake pedal. This produces a similar effect to that produced by the limited-slip differential.

This allows the New Daily to smoothly manage low-grip road surfaces.

ASR response is automatic at each engine start-up, but can be deactivated at the press of a button.

Finally, ASR override is compulsory only when using snow chains. This is because in order to transmittorque onto the ground, the wheel must be able to “collect“ snow using small skids which the ASR would prevent.

Window-bags are airbags which inflate along the side windows, to safeguard the heads of occupants during a side-on collision. In relation to other solutions, the window bags adopted by the New Daily offer more protection (because they always assume the correct position), inflate more quickly and are less invasive for passengers. In fact, they open from top to bottom and their motion avoids risk of secondary injury to the arms of passengers. The two airbags (one on each side, right and left) are situated under the roof bars, folded into a covered panel. The panel folds open at the right moment, allowing the bag to inflate and drop down.

To fulfil Euro 4 regulations (significant reduction in NOx and particulate emission levels), the New Daily adopts EGR technology (Exhaust Gas Recirculation). This technology reduces NOx emissions by lowering combustion temperature, thanks to recirculation of a controlled quantity of exhaust gases which are refrigerated and re-emitted into the combustion chamber. The combustion temperature is reduced and formation of NOx is kept under control. The system is controlled by the engine’s electronic control unit (by means of an airflow gauge), no matter what the speed or payload.

For applications and situations which call for further reduction in emissions, the EGR is assisted by a DPF (diesel particulate filter, or so-called “trapdoor”), which is fitted as standard for heavy-duty vehicles and people carriers.