ISM TROOPER
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Price as tested: C16,018, includes on-the-road costs (ex-VAT). Engine: 3.1-litre charge-cooled diesel, 1 13hp (84kW). GVVV: 2,600kg. Payload: 705kg. Fuel consumption (laden): 29.7mpg (9.51it/1 00km).
The Isuzu Trooper Commercial is the best sounding van in the world...ever! Nothing to do with exhaust notes or vee-eight engines; the noise in question is that from the superb Clarion stereo with adjustable surround sound—unheard of in the van world.
But the reason behind this euphonic splendour is the Trooper Commercial's close relationship with the passengercarrying Trooper. Put back the rear seats, replace steel with glass, et voila—a Sloane Ranger's dream, perfect for the school run.
All these comforts may be a bit much for the commercial user, and to justify its price, the Trooper will have to be a pretty fine load carrier with fuel economy to match.
• PRODUCIMIY
After an uncertain 1996 the future of the Trooper is now secure following the renewal of International Motors contract from Isuzu of Japan at the beginning of this year. In view of this IM plans to expand its 120-strong dealer network to 140 by sometime in 1998 and is hoping to push sales towards 750 for 1997. Last year's commercial sales numbered 590, mainly to farmers and tradesmen, but now that volume restrictions have been unshackled, Isuzu is hoping to push its fleet deals.
Despite its passenger vehicle heritage, the Trooper Commercial is not short on practicality. It offers a load volume of 1.73m3 and a payload of 705kg, which is more than the Land Rover Discovery Commercial (679kg) or the Daihatsu Fourtrak LWB Hardtop (530kg).
The load area is fairly useable with wheel-arch intrusion kept to a minimum and a handy non-slip step. There are two tie-down points and a rubber load mat to keep things in place.
The fully laden Trooper returned 29.7mpg (9.51it/100km) round our Kent van test mute, which is easily on par with the competition.
• ON AND OFF THE ROAD
One thing we can say is the Trooper has no trouble fording enormous puddles. During one of the many runs needed to get "that shot" for the photographer, the van was practically immersed—well to the point where the tester's view was obscured. This was a good opportunity to check the vehicle's tracking, which held true with a simple point-and-go method.
In fact there was hardly anything to trouble the Trooper at our off-road course. It easily climbed the mud-clogged hills without resorting to 4WD low and clung on admirably round the loosely surfaced handling track, displaying just a slight tendency to oversteer when pushed hard.
As you might expect from a passenger-derived off-roader, the ride from the front wishbones and rear coil-sprung live axle is excellent. It doesn't throw you around too much and when you do find yourself bouncing it's not too harsh.
Four-wheel drive can be selected "on the fly" at speeds of up to 62mph (1001cm/h) provided it's not too cold. Presumably the gear oil is too thick at low temperature and damage could result. Selection is via a floor-mounted lever which can shift from twowheel drive to four-wheel drive high and low.
The power unit is smooth and refined, delivering its plentiful torque with little noticeable turbo-lag. That it's not short on power was demonstrated by our best 0-50km/h time of 13.2sec. And it sprinted up our A20 hill climb in a time of 58sec. It also managed to restart on our 33% (1-in-3) test hill when fully laden, although there was a fair amount of clutch smell.
On the mad the smooth power delivery and high driving position really come into their own. Progress is speedy and effortless and hazards can be anticipated well in advance. The power steering is a bit on the light side but at town speeds this isn't a problem and the turning circle is pretty good for this type of vehicle.
On the motorway things become a little less relaxed. The front end goes light, the steering lacks response and the long suspension travel causes roll steer. This is, however, pretty much part and parcel of 4x4s and the Trooper is not as bad as some we've tested. Life gets easier when there's no load in the back.
The brakes—ABS all round— are progressive and strong. During repeated braking from 30mph (50km/h) the van maintained its course and only locked up in the last few feet. At 40mph it shifted marginally to the left and was more willing to lock up. So much for the anti-lock brakes.
The Trooper scores highly on cab comfort. The excellent stereo can be fully appreciated thanks to the low noise levels. The seats are supportive and comfortable and there's plenty of leg and headroom with a useful left foot rest. Unusual switchgear for a van includes individual lights for passenger and driver and a retractable aerial.
Stowage space is remarkably good considering it wasn't designed with the commercial user in mind. There are all manner of little pockets and cubby holes as well as a twin drinks holder. The only downside is an undersized glove box.
• SUMMARY The Trooper is an expensive CV but you get a solid well-built van for your money with excellent onroad refinement and strong off-road performance. Its commercial credentials are also good, with a better payload than the rivals and comparable fuel economy All this refinement might be a little over the top for some users who will prefer to pay less for a workhorse vehicle. But for the more discerning driver with a bit of cash to spare were sure the Trooper will be a winner.
E.. by Charles Young