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The domestic

13th August 2009, Page 34
13th August 2009
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Page 34, 13th August 2009 — The domestic
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__invasion of the British commercial vehicle market by Isuzu Truck (UK) has undoubtedly been from the ground up. The first chassis cabs to appear were the 3.5-tonne NKR and the 6.2-tonne NPR in 1996. before the 7.5-tonne NOR arrived on the scene in 1998.

For the best part of a decade, Isuzu Truck built on that foundation before four more weight categories duly arrived — 11, 12 and 15-tonne vehicles, as well as its biggest vehicle to date, the 18-tonner.

The F180 broke cover in Japan and the US in early 2008, before pitching up on UK shores in March of that year. It wasn't until December 2008, however, that the first examples started to arrive from the assembly plant in Portugal. In fact, our test vehicle made an appearance in the productivity test (CM 19 February 2009), when we pitched it against a selection of 7.5 and 12-tonne vehicles

The 18-tonne chassis cab is a day/rest cab with five wheelbases that range from 3,900mm to 6,500mm.The commonrail, six-cylinder turbo-intercooled 7.8-litre engine meets Euro-4 specifications by using exhaust gas recirculation (ECiR) technology. It also has a diesel particulate diffuser.

Maximum power is 256hp from 2.400rpm, and peak torque is 761Nrn starting from 1,450rpm up to 2,450rpm. Eaton provides the six-speed overdrive transmission, and the rear axle ratio is 5.38:1.

The vehicle also has an automatic cruise control and exhaust brake, a full electric package for mirrors and windows, and air-conditioning — for when you aren't testing. Our test vehicle has the 5,550mm wheelbase with a Derek Jones Commercials box body and Dhollandia tail-lift.

As a standard truck. the F180 comes well specified, with only items such as aluminium wheels, chrome wheel trims, sat-nay, branded mats, aerodynamic roof deflector, headboards, reversing aids, PTO switch and chassis lubrications systems as optional extras.

lbe only extra on our test vehicle was the aerodynamic roof deflector. With a full tank and a modest 75kg driver, the F180 weighs in at 7877kg and offers a working payload of 10,123kg. If you want an alternative body, the Isuzu18-tonner offers 12,577kg for body and payload allowance.

The list price is £49,440, but like all good retailers of commercial vehicles, that is unlikely to be set in stone. And, as it is with launching all new products, timing is vital. The F180 arrived just as the economic crisis kicked in, and it is now battling in a market beset by aggressive pricing.

Vaiat's more, Isuzu is working off a blank sheet with its residual values. Until it hits the used market. no one knows exactly what it might he worth. Used, current and future price index company CAP has yet to list it in its used valuations. CAP's Monitor, which predicts future values, has listed its value at £10,475 after three years and £8,425 after four years It has yet to list the F180 for live years 'There are also significant future developments to note as wel I. The Euro-5 engine, which will use EGR and maintain the same characteristics, arrives next year. Plus, the automated transmission, gradually working its way through the weight categories, is scheduled for 2011.

On the road

First impressions suggest the F180 hasn't quite achieved the finesse and maturity of its western European rivals There are a couple of issues that need addressing if lsuzu is to make seriou.s inroads into a strong 18-tonne market. On the rev counter sits a green band stretching from 1,000rpm to 2.000rpm. In practice, the 76INin torque band plateaus from 1,450rpm to 2,450rpm. Below that, torque does ebb away. Above the top end, it falls away sharply.

It means ignoring the green band when you need the vehicle to work. On the mid-part of the westbound motorway section after Membury Services on the M4 and through the tough A-road section, following the green band down towards 1,000rprn on the many gradients slows up the vehicle more than it should.

That said, the available torque hand between 1,000rpm and 1,450rpm isn't wholly expendable — it still offers at least 700Nm at 1,000rpm, but when you have only 761Nm overall, you need to maximise the engine's momentum to reduce any unnecessary labouring.

With the combination of 295/80R22.5 tyres and a 5.38:1 final drive ratio, the F180 cruised at 85km/li on the motorway at 1,828rpm. That is right in the middle of peak torque and uses around 200hp of the vehicle's total power, which peaks at 2,400rpm. It's a nice little groove to run in, backed up by the fuel figures for the motorway section.

Traversing the dual carriageway sections at 80km/h the engine works productively at 1,720rpm. On the A-road section. at 64km/h, the lack of oomph in its torque band shows itself for the first time.

In sixth gear, the engine works at 1,376rpm, which is just below the bottom end of the torque plateau of 1,450rpm for maximum torque delivery. It copes on the level, but on any ascents, it's worth changing down to fifth, where the revs jump to 1.736rpm.

The Volvo FLH 240 [CM, 6 December 2007] offers 21% more torque for fewer revolutions through the ZF-sixspeed overdrive transmission. Volvo's test vehicle came with 315/60R22.5 tyres and a 4.50:1 final drive ratio delivering 920Nm torque at 85km/h from the top of its torque plateau at 1,676rpm.

While it suffered on the motorway compared to the Isuzu, it did perform slightly better on the A-road section. At 64km/li

the truck is still able to deliver 92ONm from l270rpm. allowing it more lug-ability when the road starts to climb. And lugability' is reflected on the two hilIclimbs. Both the Monmouth ascent from the roundabout on the A40 and the Wantagc climb are slower in the F180 compared with Volvo's FLH.

The power-based engine — Isuzu's 256hp outguns Volvo's 237hp — also means driving requires a little more input from the driver, with more changes up and down the box.

There are no gaps in the ratios of the overdrive six-speed, but the physical element of changing gear can resemble a lottery. Several times, fourth gear from fifth was lost, and then found again at the expense of forward momentum. Impetus can be salvaged, however, through a roundabout, but on a hill, a missed gear can have a greater impact on fuel economy. Plus, the six slots are quite a way apart. It requires just a little more refinement, but over time, drivers will adapt to the idiosyncratic nature of the vehicle.

"These issues aside, the F180.260 produces a strong enough handling performance to deliver a capable option for the fleet. The Isuzu coped quite well with Hereford and Cheltenham before heading across towards Wantage on a host of narrow B-roads.

Productivity Despite a pretty strong head wind and some driving rain as we passed Swindon, the 17180 still returned a strong motorway figure travelling westbound towards Wales An impressive 16.5mpg, done at 80.6km/h on the M4 was backed up by 11.4mpg, at 54.8km/h around the A-roads section. Overall, then, the Isuzu delivered 12.6mpg at 61km/h.

To date, only Volvo. with its FLH 240 Euro-4 SCR, provides a direct comparison, and that returned 12.1tnpg overall at 64.1km/h.

Isuzu delivered better fuel economy on the motorway but worse mpg on the A-road section. However, the Isuzu F180 boasts a more competitive kerbvveight, offering I2,577kg body/payload capacity compared with the FL's 12355kg with its extended day-cab.

Cab comfort

For Isuzu Trucks to make an impact in the UK market, it needs options. The one-cab day/rest-fits-all design, while offering space for those used to day-cabs only, is welcome, but 18-tortners like to roam, too.

The narrow bunk will not be sufficient for those who tramp. Perhaps not because of the bunk itself, but because of the lack of storage it affords.

There is a central seat with a back that can be folded down, which reveals a tray with a lid, and a sloping shelf from dash to the windscreen — ideal for swift paperwork relocation. 'There are also two lockers above the wind screen, and several open spaces on the central dash. The doors have thin pockets An electric pack means windows and mirrors can be adjusted from the driver's seat.

In addition, you can fold the back of the passenger's seat forward for better access to the hunk, and there is space in front of the central seat for any extra items you may have.

Entrance into the Isuzu's cab is achieved via two steps and two grab handles on either side of the doorframe. The driver's seat has air suspension, although the low roof doesn't exactly offer a great deal of headroom.

The steering wheel moves backwards and forwards, as well as up and down, so a driver can't really complain about finding the right driving position.

For the larger driver, the cab does feel slightly claustrophobic thanks to the low internal height, despite the space behind the seats. From the cab, apart from the industry-standard blindspot through the offside mirror, which is very annoying at roundabouts, the driver is able to see pretty much everything else, •

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Locations: Hereford, Cheltenham

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