It was originally sold with either Fiat or OM badging, with a number indicating the gross tonnage (OM 50-100). The range was thus from . It was essentially just a restyling of the earlier S-series. In France it was marketed by
Unic (part of Fiat since 1966 and merged with Iveco in 1975), in Germany as a
Magirus-Deutz (with air-cooled Deutz engines), and in Switzerland as a
Saurer-OM or Saurer-Fiat, also available with a Saurer engine. The range then gradually began using the unified Iveco name in 1979 (retaining a hyphenated "OM" or "Fiat" during the transition). This process was finished by 1982. After Iveco took over
Ford's European truck operations in 1986, the Zeta appeared with combined Ford and Iveco badging in the United Kingdom. Even after the Iveco nameplate gained prominency (center grille), secondary "Fiat" or "Magirus" or other badging still appeared in the bottom left corner of the grille, depending on the market. The Zeta was issued in a myriad configurations, as it had to replace a variety of existing truck lines from several different producers. Originally, three different engines and four different wheelbases options were offered. Single or double cabins as well as a number of van models with an available raised roof were available. A tilting cab was offered on the 7.9 ton "79" and was standard on heavier models.
Magirus-Deutz models Versions with the air-cooled Deutz F4L913 engine were called
90D or
90M, with the GVW (in tonnes) following - the range reaching from the 90D5,2 to the 90M7,9. It is unknown why both letters were used concurrently on the Zeta cab. In 1983, the Deutz-engined models were discontinued.
TurboZeta In 1987 the turbocharged Iveco TurboZeta arrived. The TurboZeta was facelifted somewhat and received more aerodynamic, rectangular headlights. These later found their way into the remainder of the range. The TurboZeta and Zeta were also license built by
Zastava Kamioni in
Kragujevac,
Serbia. Zastava built the truck until at least 2012, and they were exported through Iveco channels to many markets. Since 2004 it has been sold as the EuroZeta, after a facelift and updates to meet the contemporary
Euro III emissions standards. More recent versions (85.14) have a
Cummins diesel engine which meets the Euro IV emissions requirements. The Zeta was also built in Turkey, by Otoyol Sanayi of the
Koç Group, from 1990 until 2006. Late, heavier-duty Otoyol Ivecos had their headlight openings blanked and the lamps placed below instead, in the bumper. In the United States, Iveco Trucks of North America offered the TurboZeta under the
EuroTurbo name in the 1980s, until Iveco ended their North American sales in mid-1991. A range of trucks with
GVWRs from were available, sold in Classes 3, 4, 5, and 6. The Class 3 EuroTurbo 12-12 had a four-cylinder
turbodiesel engine while the 10-14, 12-14, 15-14, and 18-14 all have a six-cylinder engine. The 23-16 was the only Class 6 model and received a inline-six. The Zeta was gradually replaced from beneath by the heavier versions in the
S-series (Daily), and at the top by the lighter duty
Ford Cargos (which were sold as Iveco-Fords in some markets, beginning in 1986). In Germany and some other markets, the Iveco-Magirus MK range (
Club of Four) also encroached at the top end of the Zeta range. Eventually, in 1991, the all new
Eurocargo replaced the remainder of the Zeta range in most Western markets. While large numbers of Zetas were built over a fairly long production life, not many remain in Western Europe. Always built down to a price (and often with indifferent rust protection) they were usually disposed of at the end of their working life. As they look a bit too modern for most classic truck collectors, most remaining European Zetas will likely end up crushed or exported. ==Gallery==