THE PRIC IS RIGHT
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If you're after a 3.5-tonner at a good price with loads of volume and fair productivity, Isuzu's NKR fits the bill. On the debit side it's slow to get away and cramped in the cab.
you might think a vehicle that looks like a truck, has many truck-like features and is built by Isuzu Truck (UK) is a contender for one of our truck test routes in Scotland or Wales.
However, Isuzu's NKR has a GVW of only 3.5 tonnes and as such is a firm candidate for CM'S Kent van route: its really a box van that thinks it's a truck. Isuzu's intended customer is after as much load volume as possible without straying into supra-3.5 tonnes 0-licence territory: the market in which the Transitbased Majestic and big-volume Sevel vans come into their own.
But these are true vans with all the associated car-like comforts.
The NKR is a fairly cheap option, but if this doesn't swing it, Isuzu must convince the operator that the truck features are a benefit rather than a bane.
• PRODUCT PROFILE
Isuzu Truck is a joint venture, 85% owned by Lex Service with a 10% stake from Isuzu Japan; the remaining 5% is held by Japanese trading giant Itochu. Lex looks after the retail sales and service side of things, while fleet deals are done direct with Isuzu Truck.
The company stance is very much customer-based, with market share having quite a low priority. The predicted sales figure for NKRs in 1997 (no sales-to-date figures have been released) is a modest 250. But the company can't be doing too badly as it's just moved to larger premises near Ware, Herts. The customer clinics also seem to be working: new rear suspension springs are currently being tested as a result of customer complaints about the ride.
The product line-up is simply two versions of Isuzu's world-beating N-Series chassis-cab: the NKR 3.5-tonner and the NPR 6.2-tonner we have already tested (CM 13-19 June 1996). These are offered at fixed prices with no confusing option lists although they do offer reasonably high specification. The NKR comes with the unusual feature (in this class) of a tilt cab and an exhaust brake. Power steering and electric windows are also fitted. Free management reports of maintenance and repair costs are offered as incentives through the Transfleet network, and the price is inclusive of delivery and plates.
Isuzu is marketing a range of box and dropside bodies, fitted on-line at Leyland Trucks where the NKR and NPR are assembled. Our test vehicle came with a 11.8m3 dry-freight van body built by Birmingham-based Peter G Reeves. The box is covered by the same twoyear unlimited-distance warranty as the chasOP.
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sis and adds 0,580 to the basic chassis-cab cost of £13,750 (both ex-VAT).
• PRODUCTIVITY
The downside of a compact cab married to a large box is the lack of aerodynamic performance and consequently an increase in fuel consumption. With this in mind the NKR's figure of 24.9mpg fully laden is more than acceptable. Both the Citroen Relay and Majestic Parcels Van returned slightly less than this and all have the same GVW, with the latter two being significantly more aerodynamic.
The amount of load volume on offer with this sort of van is certainly a crucial factor. The NKR's 11.8m3 is by no means the most you can achieve in a 3.5-tonner—the Majestic beats it and some Sevel conversions can reach upwards of 20m. But considering the price, and the fact that the space is fully useable. this is a pretty good figure.
Once the 610kg body has been added to the 1,740kg minimum chassis-cab kerbweight and a 75kg driver has been taken into account, you're left with a net payload of 1,075kg. This is a bit on the low side, especially compared with the Relay, which offers 1,575kg with only a 1m3 load volume penalty. Tie-down points to secure this load are absent although there are strap rails running down both sides of the box interior,
The body is nicely finished with a neat alloy roller shutter "Eurodoor" at the back, a translucent roof (and a sizeable interior light), and a non-slip floor. Its alloy subframe is located on top of the chassis rails, so there's no wheel intrusion into the loadspace.
The fuel tank is mounted quite a way inboard, so the lower lip of the body makes access rather tricky—filling it up can be a real pain. With the engine under the seats, maintenance might be thought a real problem for the NKR, especially compared with the Transit and Sevel vans. But the NKR's tilt cab makes engine access superb. The passenger seats also lift up for daily engine checks.
• ON THE ROAD Never before has such a lack of speed been so exciting. Not knowing whether we would make it up to 50mph on our acceleration straight before ploughing into the trees at one end or the control tower at the other was quite a thrill!
In the end we managed a couple of runs before a healthy mix of prudence and fear told us to call it a day. Our figure of 25.4sec for the 0-50mph run is certainly one of the slowest times we've recorded for a 3.5-tanner.
This is a shame as getting from A to B relatively quickly is surely important for a van that's likely to be used for deliveries. In the NKR you'll have to resign yourself to bedding down in the inside lane and only overtaking the occasional bicycle. hills are a problem too. We dropped down to 55mph on our M20 test hill and only managed a miserable time of 3min 32scc.
You'll also be going far slower than you think as the speedo reading at 30mph was 15% optimistic.
However, hillstarts were better. We restarted on the 1-in-4 test hill thanks to a relatively low first gear and the 1401bft of torque coming in at 2,000rpm. Unfortunately this wasn't enough for the 1-in-3 where the handbrake also failed to hold the vehicle.
On a wet track we didn't want to push it too hard round the handling circuit but it did feel fairly secure. There's a noticeable amount of body roll but once this has settled the van feels predictable. The only thing that lets the handling down is the power steering. At low speeds you appreciate its lightness as this means the tight turning circle can be used to good effect, but at speed it's too imprecise.
As you might expect from a forward-control vehicle you spend a fair amount of time bobbing up and down although it's not sprung too harshly. Again this isn't much of a problem about town, but at speed—particularly in conjunction with the steering—life becomes quite tricky Things should improve here if the springs being tested are successful.
Due to the wet track we weren't able to do any objective brake tests but after a few emergency stops at 40mph and 30mph a few things were worth noting. First, from 40mph the truck did a side-step Will Carling would've been proud of. Very alarming. But from 30mph it just about managed a straight line and pulled up quite sharply. From inside the cab the brakes feel fine. Pedal travel is progressive and the bite is nice and high. The exhaust brake on the dashboard also helps things, as long as the revs are high enough.
A final complaint concerning driveability is with the notchiness of the gearbox. It's particularly apparent in a change from fourth-tosecond. This was surprising considering we rarely test a vehicle as well run-in as this.
• CAB COMFORT Hauling yourself into the cramped cab of the NKR is certainly an event and we were grate ful for the truck-like grab handles above the door. Once inside the driver may feel he's fallen into a chicken korma thanks to the sickly brown colour. Still, it can hardly be called dull.
The seats are rather thin and unsupportive and, although in principle a three-seater cab, there's hardly room for the third person, Unlike lsuzu's NPR truck, the passenger seats are of the bench type so you lose the advantage of tipping the third seat forward and converting it to a desktop and document holder.
Noise levels are acceptable and are much the same as Nissan's Cabstar which has the same forward-control enclosed cab.
The steering column tilts and slides, but only slightly, and the taller driver might find life too cramped.
Visibility is pretty good considering the rearview mirror is useless. The door mirrors are a fair size and extend a good way from the cab. A radio comes as standard but is annoyingly out of reach.
Considering the cramped cab the NKR does all right for stowage. Although the doors have tiny pockets—no room for anything bigger than a pen refill—there's a handy overhead document holder, a glovebox, and two other small compartments in the dashboard and by the handbrake. Best of all though, there's a pop-out dual cup holder which can accommodate either a can or a cup of drink, thanks to a neat little spring.
The heating system is straightforward and it's got a recirculation control (almost compulsory on Japanese vehicles): ventilation can be All augmented using the small roof vent. This can be opened at the front (using the IN control) or the rear (OUT).
A rather nice touch in the NKR is the inclusion of two ashtrays; one for the driver and one for the passenger.
• SUMMARY
Few people are going to see the NKR as the obvious choice. Its qualities in terms of productivity (and these aren't that strong) are undermined by its weaknesses on the road and in the cab.
If price and productivity are the whole story then you're going to be tempted. At £17,330 (ex-VAT) it undercuts the large Sevel vans and the Majestic parcels van by at least ,EI,455 (but there's no room for discounts). The load volume is respectable, fuel economy is pretty good and only the payload lets it down a bit.
However, if we're talking driver comfort and ability on the road, temptation could easily become turn-off. It's very slow, ride is fairly poor (although this could improve with the introduction of different springs) and the cab, while fairly well equipped, is cramped.
On balance though we're sure lsuzu's minitrack will tempt enough people to satisfy its own modest sales predictions.
Iby Charles Young