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Isuzu's new big boy

13th November 1997
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Page 20, 13th November 1997 — Isuzu's new big boy
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Which of the following most accurately describes the problem?

Just when the lucrative 7.5-tonne market looked to be pretty well tied up, two Japanese contenders are to join the fray. One is from Isuzu Trucks (UK); the other is a Mitsubishi, as part of its new European partnership with Volvo. How will they fare against the leaders? CM has looked at Isuzu's new model and delivers its verdict...

by Bryan Jarvis • Isuzu Truck (UK)'s new baby, the NQR, hits the streets in six months. Judging by the two preproduction versions we've driven, the European manufacturers had better look to their laurels.

The company already sells NKR 3.5-tonners and NPR 6.2tonners here and the new model, which has been engineered specifically for European markets, should boost Isuzu's sales.

This year's tally is over 500 and managing director Nicky King is confident of doubling this in 1998 and hitting the 5,000 mark by 2000.

According to one of Isuzu's executive directors, Motomaso Higashisono: As the volumes grow, local content will be intro

duced." He also plans to tilt at the 17-tonne market using Isuzu's tidy little F-Series (Forward) rigid which comes with a rest cab or full sleeper and, like the FSR, it can be downrated as a larger 7.5-tonner if necessary.

UK specification

To bring the NQR up to scratch for both UK and European hauliers, Isuzu Truck (UK) invited around 30 potential users from across a wide operating spectrum to plan the spec. Their comments included everything from silent approval to lots of what-ifs and downright hardnosed criticism.

NQR 7.5-tonners will be assembled in both left and right-hand drive at Leyland Trucks, alongside Leyland Daf s 45-series. The NQR uses a typical forward-control day cab and is based on a flat-topped 850mm wide ladder frame that rides at 800min.

Isuzu follows the current UK vogue by fitting a turbocharged in-line four-pot direct-injection engine. It's the 4HE1-TC-S, which uses Bosch injection and delivers 143hp (107kW) at 2,300rpm with 3291bft (446Nm) of torque at 1,800-2,300rpm.

IT UK's operations director Bob Houghton says the engine's capable of even greater performance and Isuzu Japan will probably boost the output for European use. There's no word on fuel consumption but it needs to be better than the 15.2mpg (18.61it/100km) of the NPR we tested last year (CM 13-19 June 1996).

MAN 8.163 3.95m

Rather than use Isuzu's five-speed gearbox with its longish gap between 3rd and 4th gears, the NQR gets the MPB60 sixer with much closer ratios between the deep 6.378:1 first and overdrive top. There's just one 4.3:1 final drive as standard and the vehicle runs on 215/75R 17.5 tyres.

Instead of using the NPR's vacuum booster brake Isuzu has gone for a hydra-booster brake system which shares the hydraulic pump output with the power steering.

The system is derived from an old Bosch design and is not dissimilar to one used on the old Leyland Terrier.

Its wheels are similar to those of the NPR but the brakes are beefier with 310min front discs and 320x120mm shoes at the rear. The 254mm-diameter transmission park brake may well give way to the conventional rear wheel design.

Isuzu includes an exhaust brake but not ABS which is available for other world-wide markets. UK demand may yet force its inclusion.

IT (UK) claims a market-leading 4.88-tonne body/payload figure and with axle ratings of 3.1 tonnes up front and 6.00 tonnes at the rear, there's a handsome loading tolerance. Houghton aims to increase this by raising the front axle to 3.4 tonnes which will help where fridges or cranes are fitted. Isuzu is also developing parabolics and air suspension for the NQR but for now it has conventional multileaf springs with rear helpers and a front anti-roll bar.

The cab tilts by hand with a simple linkage on the nearside which is fine for Japan where security isn't a problem but without an internal lock the engine could quite easily disappear overnight. IT (UK) is working with a UK manufacturer to overcome this deficit.

For its customer support Isuzu will offer a standard warranty with European-wide breakdown and service support and is working on repair and maintenance packages.

Lex Transfleet provides the parts and service back-up through 12 main service outlets and around 20 independents. Another 10 are in the process of being appointed but ultimately IT (UK) plans to have a full 60strong dealer/service network by 2003.

Most replacement parts will originate in Japan with Multipart being the service provider and the main aim is to offer a one hour breakdown response. In a market sector running at around 12,000 units Isuzu's unconventional approach could well pay off.

Impressions

For driving and handling impressions, Isuzu Truck UK invited CM to sample a couple of fully laden Boalloy-bodied NQRs over one of MIRA's short track sections.

The vehicles, a 7-5-Liner curtainsider and a box van both had Lucas Kienzle tachos and rev-counters in lieu of the NPR's simple LCD clock.

The cab is really quite spacious for a forward-control arrangement and slipping into the driving seat is surprisingly easy because, for once, there's a real first step with a reasonably wide doorway.

The seat's not the most comfortable we've encountered but Isuzu does have a mechanically sprung seat under development. It has a good deal of adjustment and the small steering wheel adjusts for rake and height Shallow pockets in the door and header shelves are all the stowage there is and the tools are clipped behind the seats.

Wide views are courtesy of the deep windscreen, downswept door windows and large minors. All the controls are well placed, including switches for the door windows which operate electrically, as does the headlight beam adjuster.

Two column stalk switches provide the usual functions; indicators and lights are on the right and wipers and a flick-on exhaust brake to the left. The stubby gearlever moves easily but the Isuzu's quite heavy clutch pedal will not appeal to city drivers.

With the turbocharger humming away, the NQR lifts off on the flat quite easily in 2nd followed by each gear in turn. Because Japanese engines are notoriously high revvers there's a tendency to push the pedal but this engine take changes at 1,600-1, 800rpm and accelerates effortlessly.

The NQR has good straight line stability but it tends to roll out somewhat on tightening bends and that's with a low, uniform load.

More modern parabolics could add an extra degree of stability here. Over smooth surfaces, its multi-leaf suspension behaves nicely and contributes to the low in-cab noise levels. These range from 69dB(A) at 80km/h in top to around 75dB(A) at the 70mph limit The flick-on exhaust brake is useful and effective, coming on automatically on deceleration while normal brake applications cause a squishing sound from the hydraulic booster. This is disconcerting but there's no doubt about the truck's ability to haul up quickly—full blooded stops pulled the NQR up fast and within a short distance.

Fairly tight turning circles of 16.4m kerb-to-kerb provide good manoeuvrability and you can drive out from behind a vehicle parked 2.23m (88in) away.

Summary

Isuzu hasn't yet made any real breakthrough on the numbers sold but its purpose-built 7.5tonner has pedigree and it's different enough to appeal to spothire firms for DIY removals and the like.

Its Lex Transfleet/Multipart support structure looks sound enough and promises a fair nationwide coverage. However, with Mitsubishi's 7.5-tonne Canter looming large the anglicised Isuzu's six months' lead time could be critical.

The NQR is small, light and handles well, while its body/payload figure is among the highest in its class.

The real unknown element though is its selling price.

If IT (UK) tags the NQR at, say, £20,000422,000 it will have an impact on the 7.5-tonne market. And if it comes in any lower there's going to be blood on the streets.


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