Iveco Massif – why did the “illegitimate son” of Defender never become popular?

Iveco Massif is an Italian SUV that could have competed with Land Rover Defender, but it didn't work out. It was the result of cooperation between Iveco and the Spanish company Santana.


The proven Land Rover design was taken as a basis, which is why car was jokingly called the "illegitimate son" of Defender. However, it failed to repeat the success of its "father".

Massif lived up to its name: the SUV turned out brutal, simple and passable, but it lasted on the assembly line for only four years. Why did it happen? Let's figure it out together.

History of creation

To understand where the Iveco Massif came from, let's look at the history of Santana. In 1956, it started out as a manufacturer of agricultural machinery. Five years later, the company received a license to assemble Land Rover vehicles and began producing SUVs for the local market.


Over time, the assembly turned into a full-fledged production. Santana began to make its own modifications to the design, taking into account the climatic and road conditions of Spain, Africa and Latin America.

In 1983, the collaboration with Land Rover ended. By this time, the company had already learned to make its own models, although they still resembled British SUVs.

After "parting ways" with Land Rover, Santana made a deal with Suzuki. Since 1986, the plant produced the Jimny, Vitara and Samurai models, and the Japanese gradually bought up shares of the Spanish company. In 1995, Suzuki left, simply leaving the plant without partners and without its own distribution.

Having lost Japanese support, Santana decided to return to the production of large SUVs. In the early 2000s, it developed the Santana PS-10 model - a modern version of the classic Land Rover, but with improved mechanics. It was this model that attracted the attention of Iveco.

The appearance of Iveco Massif

The Italian company had long been looking for a way to enter the full-size SUV market. In 2006, it signed an agreement with Santana and took on the modernization of the PS-10 model. The project was carried out by the Giorgetto Giugiaro studio and designers from the Iveco Style Centre department.


The finished vehicle was called Iveco Massif. It retained the frame structure, leaf spring suspension and design of the Santana PS-10, but received branded Italian engines, a new transmission and a modified interior.

In 2007, the model entered the market and was positioned as a utilitarian SUV, equally well suited for work, the army and off-road.

It seemed like the Massif had every chance to gain a foothold in the segment. But history decreed otherwise. Before we find out what went wrong, let's take a closer look at the car itself.

Design and construction

Iveco Massif was created without regard for trends. It is a classic frame SUV, in which practicality and reliability played the main role. They became the main advantages of the model.

Externally, it turned out to be angular, with a high roof, vertical windshield and short overhangs, which guaranteed good geometric cross-country ability.

The body was mounted on a strong ladder frame. This solution made the car virtually indestructible off-road, but for driving on asphalt it turned out to be too rigid.

Unlike the Defender, which had long since switched to coil springs, the Massif retained parabolic springs. They could withstand greater loads, were more reliable and easier to maintain, but they obviously weren't comfortable on the road.


The Massif's all-wheel drive was not permanent, but manually engaged - this distinguished it from the Defender. The rear one worked by default, and the front one was engaged via the transfer case.

Mechanical hubs were installed on the front wheels, which allowed the rotation of the front axle to be switched off. According to Iveco, this solution allowed saving up to 10% of fuel.

The Massif's interior was also not very sophisticated - it was simple but comfortable. Analog instrument panel, front console made of hard plastic, vinyl or fabric seat upholstery (it all depended on the configuration). There was even air conditioning, electric windows and an audio system.

Overall, the Iveco Massif turned out to be brutal and functional – without unnecessary electronics, with a reliable frame structure, simple mechanics and a minimum of comfort. It was an honest working tool, capable of driving where ordinary crossovers would not dare to go.


Under the hood was a 3,0-liter Iveco turbodiesel, borrowed from the Iveco Daily commercial van. It was offered in two versions: the basic version developed 150 hp and 350 Nm of torque, and the more powerful one with a variable geometry turbine - 176 hp and 400 Nm, respectively.

The transmission in all trim levels is mechanical - six-speed ZF 6S400. You could buy a short-wheelbase (2452 mm) three-door and five-door version with a wheelbase of 2768 mm.

Driving performance and operation

On rough terrain, the Massif performed excellently. High ground clearance, short overhangs and good geometric cross-country ability allowed it to confidently overcome ditches, climbs and ruts.

A transfer case with a reduction gear provided high torque at low speeds, and the rear limited-slip differential, available as an option, allowed the wheels to bite into any surface. The leaf spring suspension provided a long wheel travel.

However, on the highway, the Massif felt less confident. The leaf spring suspension, effective off-road, made the car stiff on asphalt, especially on uneven roads. The roll in turns was noticeable, and at high speed there was a risk of the car turning over.


The diesel engine, although it produced good torque, was not very powerful. Because of this, acceleration was sluggish, and at speed it was necessary to steer due to the peculiarities of the suspension.

The Massif's large dimensions and rigid steering made it difficult to operate in urban conditions. However, on busy roads it compensated for this with its high seating position and good visibility. There was almost no soundproofing in the cabin - another drawback.

Why did they stop producing it?

Iveco Massif entered the market in 2007 and initially looked promising. However, four years later, production was curtailed, and the Santana plant where the vehicle was assembled closed.


One of the key reasons for the failure is poor sales. In the first year, 6692 cars entered the market, but by 2009, production had dropped to 1197 cars, and in 2010 it barely exceeded 769 units.

Buyers were in no hurry to buy the Massif, despite its good off-road qualities. First of all, because the Land Rover Defender had been on the market for a long time. It is more famous, it has an established sales network and many reviews. Many did not want to take a risk and buy a pig in a poke.

Iveco's change of priorities also played a role. The company initially wanted to use the Massif in the niche of commercial and military SUVs, but it didn't turn out that profitable.

When Fiat Group began its takeover of the American Chrysler in 2009, it had Jeep models at its disposal. They completely covered the need for full-size SUVs. As a result, Iveco simply no longer needed its own 4x4 model.

Another blow to Massif was the closure of the Santana plant. By 2011, the company was experiencing serious financial difficulties, and the Andalusian government, which had become the owner of the company, decided to wind up production and send all employees on a well-deserved vacation.


As a result, Massif was unable to survive in a market where the Land Rover Defender had long reigned, and the appearance of Jeep in the Fiat Group model line put an end to its prospects.

Production ended in 2011, and the car itself went down in history as an interesting and, unfortunately, underestimated competitor to the popular British SUV.