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SMALL IS BEAUTIFUL
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Isuzu's "truck-derived van", the NKR, offers payload, productivity and versatility, but does a second-hand example deliver desirability?
I111 suzu Truck (UK) entered the domestic market with the 3.5-tonne NKR and 6.2tonne NPR in 1996,followed by the NQR 7.5-tonne chassis-cab. Its direct competitors in these weight categories are the Mitsubishi Canter more recently the Toyota Dyna and, to a lesser extent, the Nissan Cabstar.
Since 1996, the opposition's share of this sector has been eaten into by Isuzu as operators come to appreciate its vehicle's competitive payloads, decent fuel returns and flexibility.
Isuzu Truck's first CVs were built at the Leyland factory, before operations moved to the ERF plant.Following the MAN takeover in 2000, production shifted again to Vendas Novas, near Lisbon in Portugal, where left-hand-drive versions were already being produced.
The changes continued when the prebodied Grafter was introduced last year, allowing Isuzu Truck dealerships to sell bodied vehicles straight off the forecourt and removing the lead time for bodybuilding.
Bradford-based Hydromech Systems supplied a good number of tipper bodies for IsuzuTrucks; its products were developed into the Grafter body.The shift to pre-bodied tippers has evidently pleased potential operators: sales rose 10% last year and are currently running 5% ahead of 2003 levels.
Almost 90% of the 3.5-tonne chassis cabs leaving Portugal are now fitted with the Grafter tipper body.
Produd profile
Isuzu reckons demand for used examples outstrips supply — a spokesman says: "Owners are simply keeping hold of them."This week's test truck,Y401 BFX, returned to the Isuzu dealership after three years with its first operator who has replaced it with another NKR.
It was first registered in May 2001 on a Y-plate and has only clocked up an average of 10,500 miles a year; much of that in short journeys.
Y401 BFX is the short (2.49m) wheelbase NKR; it is fitted with the Hydromech Fleet Tip steel dropside tipper body. Sitting behind the front axle is an Isuzu 4JB1-TC 2.8-litre Euro-2 four-cylinder engine. Converting its 94hp into motion is a five-speed overdrive box with a 5.571 final drive. Peak torque is 206Nm at 2,000rpm.The tidy dash has no rev counter but a sticker on the driver's door suggests minimum and maximum speed in each gear.
CAP's recommended retail price for Y401 BFX is £7,395 (ex-VAT), which is more than £600 below the recommended price of Nissan's equivalent model, the Cabstar.There are a number of reasons for this not least Nissan's significantly longer presence in the UK market which makes the Cabstar a more established product, and the Nissan's higher sales volume which ensures a good supply of used vehicles. Having said that, Isuzu Trucks has slapped a price tag of £8,950 (ex-VAT) on Y401 BFX, and they should know what the market will stand.
Isuzu Trucks doesn't have as big a dealership network as most of the competition but it does have a reputation for an impressive aftersales set-up.
Productivity
The overall fuel figure of 25.4mpg is impressive enough but it's the A-road figure that really catches the eye:28.9mpg over a demanding route like the A44 through mid Wales and onto Hereford implies excellent productivity.
The motorway figure was less impressive. The gear ratio doesn't do it any favours here, despite the presence of an overdrive. Not that 20.4mpg is a bad result, but the NKR didn't feel as happy on this 92-mile section as it did when the going got tough.
The payload is competitive, even with a 440kg steel body: 1,265kg stands up well against just about all 'European'-style 3.5tonners.
We got off to a late start after some hassle with roadworks and accidents but driving conditions were excellent.The roads in the early evening were clear and the weather was very good, as confirmed by the suntan on our tester's right forearm.
On the road
The first thing we noticed as we set off is the width of the NKR — or rather the lack of it.At 1,695mm it's at least 200mm skinnier than the average 3.5-tonner.This makes the Isuzu ideal for nipping through those restricted bft bin access chicanes that are so popular in the urban jungle, or for getting into congested construction sites.
After three years and 32.000 miles the driveline is, as you would expect.still fresh. It coped well with tough tasks like clambering up Dolfor and Dinmore Hill, sits happily at 40, 50 and 60mph up lesser inclines, and maintains a steady 70mph on the motorway (although it would have used less fuel here with some attention to its gearing).
OK, so 94hp is less than some motorcycles have to call on ,but on A-roads and through urban areas it's more than enough to move the NKR quickly and efficiently between traffic lights, roundabouts and school-run queues.
The gearstick, positioned by the driver's left thigh, looks like it has been put there because it wouldn't fit anywhere else, but actually it's very well sited. The change is smooth and wellspaced, but it isn't Formula 1 either. Moving into and out of fifth was always the stiffest port of call, suggesting most of Y401 BFX's work has been done further down the box.
The "recommended speed" guide on the door is useful at first but engine noise will tell you when to change. And when you're changing down to lose speed the exhaust brake kicks in automatically with the service brakes. The steel Hydromech body is operated from two controls by the driver's right knee: an on/ off switch and raise/lower lever. After securing the load we raised it fully freighted and the motor coped well. It lifts to a maximum of 450.
The inside and outside of the body have all the scrapes associated with tipper work but the structure is sound and clean with no holes.The tailgate offers two-way operation for through or over-discharge.
When we recently tested the 7.5-tonne NPR, we wondered if taking this type of vehicle out on a longer run might bring out any problems lying below the surface after its diet of local stop/start work.The NPR romped through a long run and so did Y401 BF'X, so no problem there.
Cab quality
There are plenty of dust pockets and flat surfaces in the NKR cab to become dirty and discoloured over the course of time. Running into and out of building sites and merchant's yards every day isn't conducive to a concours finish.Yet Isuzus seem to thrive on the tough treatment traditionally meted out by construction, landscaping or waste disposal operators who are not renowned for their gentle handling.
The cab's overall finish and comfort level certainly hasn't been harmed by three years' hard work.Nothing is damaged or broken but, as you'd expect, the driver's footwell is slightly worn and there's the inevitable patina left by muddy boots and equally muddy hands.
Storage is limited to side pockets,a shelf above the windscreen and a drinks holder; the two-passenger bench seat drops down to reveal a jack and a couple of bars fastened to the back wall.This being a narrow cab you wouldn't want to go too far with all three seats occupied.
The radio/cassette player is nothing special but the speakers are excellent, allowing our man to treat appreciative pedestrians to lengthy blasts of Phil Collins.
When a cab's mounted well forward with the seats directly over the front axle you can't expect to find too much legroom. In this case the steering wheel is directly over the top of the driver's legs and lanky pilots won't find it easy to find an ideal driving position.
The view from the driver's seat is impressive. Front and side vision is excellent and the sizeable mirrors are well positioned.They give a good view to the rear and there's a decent space between the mirror and corner post so they don't obstruct the driver's line of sight. •