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SIIIII NPR
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The Japanese invasion of Britain in the form of Isom light trucks began in 1996 with the NPR 6.2-tonner. Five years on and operators are still cashing in on the Isuzu's low-kerbweight/highpayload formula for local distribution and transit work. Operators tend to hold to them for as long as possible but CMmanaged to find one enjoying a new lease of life. The big questions are, can the NPR take the place of a 7.5-tonner—and does that low kerbweight compromise durability? Read on...
. he Lex Group set up the sales
and marketing operation for Isuzu Trucks (UK) in r996 and still owns 85% of the operation. In 1997 Lex Group rearranged its internal set-up and Isuzu Trucks (UK) took more control over its distribution network with an expanding network of independent dealers.
The first N P Rs were shipped in from Japan, but before 1996 was out, production had shifted to the Leyland plant. Three years later the operation moved to the old ERF line in Sandbach before relocating to Middlewich.
In April z000 the NPR's 3.9-litre rzohp charge-cooled diesel was superseded by a DI 4.8-litre lump producing r3ohp. Isuzu reports that sales of the 7.5-tonne NQR eclipse the 6.2-tonne NPR but there are still operators who swear by the lighter alternative which has some obvious benefits.
It can be driven on a car licence earned after I January 1997 (when the right to drive 3.5tanners on a car licence was removed). Unfortunately the NPR will not be exempt from the threatened EU legislation restricting all CVs over 3.5 tonnes to 9okrn/h. (the right to drive that bit faster is likely to become particularly important once the 48-hour Working Time Directive comes into force).
Product low-down
Our Isuzu NPR (R694 WBM) is a 3.4m-wheelbase reefer with Isuzu's 70L cab. The Southern Co-operative bought it in September 1997 and operated it for three years delivering milk in Hampshire. When the nature of the Co-op's work changed and the fleet needed tail-lifts, it was decided that the extra weight would eat too far into the 2.7-torme payload. R694 WBM was "reluctantly" (the Co-op's words, not ours) sold to Bu-del Foods down the road in Poole, Dorset.
It is fitted with a Reep refrigerated body and a Hubbard 4 9oA refrigeration unit with the controls mounted in the centre of the dashboard. It has covered 178,000km during the past four years on local deliveries, which is -just what it was designed for.
The service history looks pretty good, The Co-op replaced the clutch after 18 months and 7r,000km, but only because drivers had been overworking the clutch by pulling away in second rather than the dogleg first gear
The CAP Red Book for October 2001 values a 19 97reg NPR at 1.12,3oo (ex-VAT).
Bottom line
This isn't the first time that the heavens have opened a mile into a Used Truck Test; we're sure it won't be the last. Fortunately, following a solid hour of heavy rain and a strong cross wind from the south-west (which changed into a westerly) the better weather held out for the rest of the day and into day two.
There's no air management equipment to improve consumption on the open road the extra weight would have affected that allimportant payload (which is a very competitive 2,68okg). That lack of an air kit certainly hit the fuel figure, which averaged out to 17.3mpg. The damage was done on the motorway section, where the figure fell to 14.5mpg.
But that's not the NPR's natural environment—the most relevant figure was the "severe' section, where much of the going is similar to an urban delivery route, featuring a lot of stopping and starting combined with hill climbs. On this section R694 WBM returned an impressive 19.2mpg.
On the road
This Isuzu is not designed for high-speed getaways. First gear gets the vehicle off the blocks; second gets you away from the lights or junction. With the pace of traffic on the increase at set pieces (small roundabouts, junctions and traffic lights) you can easily offend other motorists.
Once rolling it keeps up well enough around the urban areas it was designed for, but out on the open road it struggles to keep up. We blame this on the gear ratios and the torque band.
On the flat, fifth gear is engaged by the time you hit 30mph at just above I,200rprn. Peak torque of 328Nm (2421bft) is on tap at 1,2002,Ioorpm, which takes you up to 50rnph, but
beyond that point the fuel figure suffers. Travelling on the motorway at 70mph took the rev counter around to a thirsty 2,600rpm.
The lack of a air management kit combined with a head wind to occasionally force our speed down. Changing through the box is smooth but there is a small gap between third and fourth that takes its toll on sharper hill climbs.
Overall the driving experience is fairly good. Drivers used to traditional 7.5-tonners might frown on driving something with a small cab—but then drivers coming from the opposite end of the scale will appreciate the gentle step up in size.
Cab quality
The cab is minimalist and functional with all the dials and switches just a finger flick away. If you are a 6ft 2i11 pie-loving individual longer trips might prove more claustrophobic than snug, but there is a great radio system to keep your thoughts from wandering and the electric windows mean that a good right arm stretch is no more than a button push away.
The interior is well designed with fresh !sun' seat covers giving the cab a smart appearance. The brown finish has survived relatively unscathed by sunlight and driver abuse. The relatively low field of vision feels more like a 3.5tanner than a fullsize 7,5-tonner.
Storage options are restricted to sticking paperwork in the tray above the windscreen and two small door pockets. Coats can be hung up on the back wall but bags have to make do with the seat or floor.
R694 WBM has been fitted with nonstandard bulky 'box' wing mirrors that give excellent views down the sides of the vehicles for tight manoeuvring. The only down side is that the front right view for entering roundabouts is somewhat hampered by the extra space the mirror takes up on the arm.
In urban environments the interior cab noise is very impressive but, like the fuel consumption, it rises sharply on motorway runs.
CM verdict
Payload is competitive, but if the EU has its way this alternative to the 7.5tonner could suffer too, mores the pity. However, f you're looking fora productive refrigerated delivery truck for local deliveries this 6.2-tonner has much to offer.
• by Kevin Swallow