isuzu forward n75 - commercial · pdf filemanufacturer: isuzu truck (uk) ltd, isuzu house, 164...

For today’s news visit: www.roadtransport.com36 COMMERCIAL MOTOR 14/10/10

COMMERCIAL MOTORCOMMERCIAL MOTOR

IsuzuForwardN75.190

CM discovers a truck that is suitable for everyone

CMO_141010_036-043 36 11/10/10 12:19:04

For today’s news visit: www.roadtransport.com 14/10/10 COMMERCIAL MOTOR 37

CM takes Isuzu’s 190hp Forward for a spin, and

finds an easy-to-drive truck, ideally suited for the needs of multi-drop

work around townWords: Colin Barnett

Images: Nigel Spreadbury

For all the CM road tests visit: www.roadtransport.com

CMO_141010_036-043 37 11/10/10 12:19:24


Isuzu is still but a minnow in the brackish water that is today’s UK truck market, but on a world scale it’s an entirely different story. Across the globe, including many of the bits formerly coloured pink, Isuzu trucks are a ubiquitous sight, whether in villages in developing countries or in US city centres. In the UK, the range has traditionally been restricted to the 3,500kg to 7,500kg end of the market. However, Isuzu Trucks UK has a programme to move up the weight range, and despite beginning the expansion just as the recession arrived, the 18-tonner has already won some dedicated converts. Soon to arrive on UK roads to plug the gap will be 11- and 12-tonne models, effectively an uprated 7.5-tonner and a downrated 18-tonner respectively.

But back to the test in hand, which is of an Isuzu Forward N75.190. Choosing your Isuzu N75 is a straightforward process. There’s a choice of day cab, or if you have special requirements, such as recovery, a seven-seater crewcab. With the day cab, there is the choice of three wheelbases – from 3,365mm to 4,475mm – the crewcab only coming on the longest of these. Driveline speccing is even easier, with a single 190hp engine rating and a six-speed automated trans-mission as standard. There is a manual option, but fewer

than 20% of buyers opt to make the £1,000 saving by choosing this.

Isuzu’s drivelines are fully sourced in-house. Its engine philosophy differs somewhat from most of its 7.5-tonne competitors, offering a larger than average four-cylinder engine of 5.2 litres displacement at a single rating, again higher than most at a true 188hp and 513Nm. Euro-5 emissions from the common-rail unit are assured internally by exhaust gas recircula-

tion with a diesel particulate filter (DPF) cleaning up the outgoing gasses. While this avoids the complication of buy-ing AdBlue for an SCR system, it’s not totally attention free. In operations where the DPF doesn’t reach its full op-erating temperature, the frequent urban stop-start delivery cycle where many 7.5-tonners spend their working days, for example, measures have to be taken to burn-off residual deposits within the filter. Often, this is achieved with no more driver involvement than watching a warning light,

SPECIFICATIONS

Test comparison data

Vehicle: DAF LF.160Tested: 31/07/08

Vehicle: IVECO EurOCArgOTested: 08/10/09

Vehicle: M-B ATEgO 816Tested: 27/05/10

In brief:

Vehicle: Isuzu Forward N75.190Price as tested: £28,850 (plus VAT)Engine: 5.2 litre, 188hp (140kw)gVW: 7,500kgBody/payload allowance: 4,565kg

Manufacturer: Isuzu Truck (UK) Ltd, Isuzu House, 164 Great North Road, Hatfield AL9 5JN

Website: www.isuzu.co.uk

Engine: Isuzu 4HK1TC, four valves per cylinder turbo-diesel with common-rail injection and Euro 5 emissions by EGR and DPF

Cylinders: Four in-line

Bore x stroke: 115mm x 125mm

Capacity: 5,193cc

Compression ratio: 17.5:1

Maximum power: 188hp (140kW) at 2,600rpm

Maximum torque: 513Nm (378lbft) at 1,500rpm-2,600rpm

Transmission: Isuzu MZZ6F six-speed automated manual driving rear wheels

gear ratios: 6.39, 3.77, 1.97, 1.34, 1.00, 0.78:1, rev, 6.37:1

Final drive ratio: 4.1:1

Clutch: Fluid coupling with mechanical lock-up clutch

Brakes: Dual-circuit hydraulic system with ABS, EBS, ASR traction control

Parking brake: Mechanical drum transmission brake

Brake dimensions: Front, 310mm dia ventilated discs;rear, 320mm x 120mm drums

Chassis: Steel C–section frame

Dimensions: 172mm x 70mm x 6mm

Suspension: Front and rear, beamaxles with steel semi-elliptical leaf springs. Telescopic shock absorbers and anti-roll bars all-round.

Steering: Power-assisted recirculating ball

Turns lock-to-lock: 5.5

Turning circle: 12.6m

Wheels and tyres: 6J x 17.5in steel wheels with Michelin Agilis 195/75R17.5 tyres (twin rear)

Fuel tank: Plastic, 100 litres

Electrical system: 24V negative earth system

Battery: 2 x 12V, 115Ah

Alternator: 80A

ISuZu FOrWArD N75.190rO

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CMO_141010_036-043 38 11/10/10 12:19:51

For today’s news visit: www.roadtransport.com


14/10/10 COMMERCIAL MOTOR 39

Manufacturer: Isuzu Truck (UK) Ltd, Isuzu House, 164 Great North Road, Hatfield AL9 5JN

Website: www.isuzu.co.uk

Engine: Isuzu 4HK1TC, four valves per cylinder turbo-diesel with common-rail injection and Euro 5 emissions by EGR and DPF

Cylinders: Four in-line

Bore x stroke: 115mm x 125mm

Capacity: 5,193cc

Compression ratio: 17.5:1

Maximum power: 188hp (140kW) at 2,600rpm

Maximum torque: 513Nm (378lbft) at 1,500rpm-2,600rpm

Transmission: Isuzu MZZ6F six-speed automated manual driving rear wheels

Gear ratios: 6.39, 3.77, 1.97, 1.34, 1.00, 0.78:1, rev, 6.37:1

Final drive ratio: 4.1:1

Clutch: Fluid coupling with mechanical lock-up clutch

Brakes: Dual-circuit hydraulic system with ABS, EBS, ASR traction control

Parking brake: Mechanical drum transmission brake

Brake dimensions: Front, 310mm dia ventilated discs;rear, 320mm x 120mm drums

Chassis: Steel C–section frame

Dimensions: 172mm x 70mm x 6mm

Suspension: Front and rear, beamaxles with steel semi-elliptical leaf springs. Telescopic shock absorbers and anti-roll bars all-round.

Steering: Power-assisted recirculating ball

Turns lock-to-lock: 5.5

Turning circle: 12.6m

Wheels and tyres: 6J x 17.5in steel wheels with Michelin Agilis 195/75R17.5 tyres (twin rear)

Fuel tank: Plastic, 100 litres

Electrical system: 24V negative earth system

Battery: 2 x 12V, 115Ah

Alternator: 80AThere is a choice of day cab, and recovery or seven-seater crewcab if you have any special requirements. Switching the gearbox to economy mode aids fuel consumption – at the expense of response.CAB DETAIL

ROAD TEST

CMO_141010_036-043 39 11/10/10 12:21:04


but worse cases require manual intervention. Another warning light tells the driver to press a dash-mounted but-ton to activate the 15-minute regeneration process at a convenient point at the next rest break or end of shift.

Isuzu’s transmission department also goes its own way. The standard issue is the EasyShift unit, much of which is a regular six-speed manual with automated changing. The input end, though, uses technology previously common in the days before the torque converter became common-place, the simple fluid coupling, albeit backed up in this case by a mechanical lock-up clutch.

For anyone too young to remember, a simple description of a fluid coupling, first patented in 1906, is a unit consisting of two bowl-shaped turbines, open sides facing each other, one attached to the engine output and the other to the gearbox input. It is filled with oil and each bowl has a series of vanes such that when the engine half is turned, centrifu-gal force sends the oil into the gearbox half, causing that to turn, eventually at almost the same speed. On its own, a fluid coupling will never achieve more than about 95% ef-ficiency (input speed vs output speed), so once drive is en-gaged, Isuzu’s modern application locks the units together mechanically to improve the efficiency. Briefly, the torque converter adds an extra set of turbines in the oil flow, which increases the torque transmitted and the overall efficiency, but that’s another lesson.

On the road Operators looking at the 190 badge on the cab and fearing that they will be unleashing their drivers onto the roads with a fire-breathing monster can be reassured. The engine may be bigger than par, but it delivers its output in an easy-going, unstressed manner. Performance is brisk without being intimidating, and the smooth changes of the aptly named EasyShift gearbox help the overall effect. Unusu-ally, you can dial in the nature of the gear changes by a dash switch, ranging from fast but sharp, to slower and smooth-er. We left it about halfway.

Another feature of the transmission is the economy mode button. When engaged, it shifts up earlier and holds the higher gears for longer, aiding economy at the ex-pense of response. We had it engaged most of the time, but turned it off in town and on the hills. The EasyShift was best left to its own devices, with manual control left for rare occasions when the driver’s view dictates a bit of manual override.

It’s a regular source of comment in CM’s road tests that many chassis engi-neers struggle, or maybe they don’t try,

to match their settings to UK roads. After all, who’d expect us to have B-roads with billiard table smoothness, but mo-torways capable of lifting motorcyclists from the saddle? When we briefly drove an unladen example recently, we commented on the soft front suspension. It’s certainly bet-ter when laden, but still demonstrates too much front roll in some situations. Around town and in a straight line, though, it’s generally very comfortable, but on one section of the B4213 near Apperley, the frequency of the bumps

disagreed with the Isuzu and set up a bit of porpoising. The steering is light enough to make no hardship of urban du-ties, while retaining enough feel for the open road, and the handling is quite drama free. Brakes are a mix of ventilated discs at the front and drums, albeit generously dimensioned ones, at the rear, but proved perfectly well up to the task. The single-stage exhaust brake is quiet, but surprisingly ef-fective, especially if you bother to help it by changing down a gear or two. The parking brake is a car-type lever acting on a transmission drum brake, bringing back memories of the Bedford TK.

ProductivityIt must be said that we expected rather better fuel econo-my from the Isuzu. While its overall figure of 16.8mpg

▲ With the box body and tail-lift fitted, the test truck weighed in at 4,715kg, fully fuelled with driver

“Its mechanical simplicity and durability, proven in far tougher markets than this, should make for a long and trouble-free life”

ISUZU FORWARD N75.190RO

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CMO_141010_036-043 40 11/10/10 12:21:32




Service dataServicing downtime: Recommended standard servicing, 80,000km/year. Contract hire: Figures for three years at 80,000km/year, full maintenance, supplied by Lombard. Contact: 0870 010 5896. Parts prices: Retail total of brake linings (full set), headlamp unit, door mirror, wiper blades, oil/air filters and clutch. Residual values: Trade value, assuming 80,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: 0113 222 2000

Fact file: Security

Engine immobiliser ✔

Alarm ✖

Central locking ✔

Deadlocking ✖

Secure bonnet n/aLocking fuel cap ✔

Fact file: Plated weights

GVW 7,500kgGCW 11,000kgFront axle 3,100kgRear axle 6,000kg

Fact file: Test weights

Kerb weight 2,935kgNet payload 2,630kgBody/payload allowance 4,565kg

would have been fine when 7.5-tonners could reach 70mph, the N75 doesn’t seem to get much benefit from being lim-ited to 56mph. Unusually, and possibly the result of the digitach and speed limiter package being more of an aftermarket affair than on more European-derived rivals, the speed limiter was set rather low according to our trust-ed GPS, with only 54mph being available, something fur-ther masked by a rather optimistic speedometer. Cruise control is apparently not even available as an option.

These issues apart, though, journey times are unlikely to be an issue, as the only time the road speed varied from the limited speed on the M4’s hills between Newbury and Newport was a bit of over-run on the drop after crossing the M5. Despite the windsock on the new Severn Bridge hanging as limply as a transport minister’s promise, there was less help overall from gravity than expected and the Isuzu didn’t feel as slippery as the aerodynamically effi-cient look of the cab and body might suggest.

The test started with just 11,500 miles on the clock, so it may be that it needs a few more to fully loosen up. Apart from the inherent inefficiency of the fluid coupling, which should be overcome by the lock-up clutch, and the large yet lightly stressed engine, we’re unable to identify any spe-cific cause from the economy figures. Fortunately, other areas of the Isuzu ownership experience should compen-sate. Its mechanical simplicity and durability, proven in far tougher markets than this, should make for a long and trouble-free life, while the UK importer’s customer care reputation is enviable, not least because buyers have the mobile phone number of Isuzu Truck UK boss Nikki King in case things don’t go right.

Of course, one of the key attractions of oriental-inspired light trucks is their payload, and here the Isuzu N75 doesn’t disappoint. With a kerbweight that gives a body/payload allowance in excess of 4,500kg, it helps counter any arguments that the 7.5-tonner is inefficient. And with a combined plated weight on front and rear axles of 9,100kg, even the less experienced driver whose primary role is something else will be relatively immune from getting caught out by diminishing loads. With the 20ft Derek Jones Commercial box body and tail-lift fitted, the test truck weighed in at 4,715kg, fully fuelled with driver.

Payload: as tested, kg 2,630

Body/payload allowance: kg 4,565

Service intervals: months/km 12/25,000

Servicing downtime: annual hours 9.7

Contract maintenance: per year £2810

Basket of spares: (excluding clutch) £614

Residual value: Three years £6,325 Five years £3,625

Dealers: UK/W.Europe 50/500+

Warranty: months/km 36/unlimited

List price: basic price £28,850

OWNERSHIP COMPARISONS

ROAD TEST

CMO_141010_036-043 41 11/10/10 12:21:50


engineIsuzu’s engine philosophy differs from its 7.5-tonne rivals, offering a larger than average four-cylinder engine of 5.2 litres displacement at a single rating higher than most at 188hp and 513Nm.

To the left of the driving seat is the gear quadrant, simply marked RND, with the M+ and – manual override, the handbrake and a small oddment bin.

Other storage consists of two over-screen shelves and a pair of small door pockets, with a bin on the centre of the rear wall, coat hangers and tool storage behind the driving seats.

There’s still just enough room for a modest rucksack be-hind the seats on each side.

Comfort items include electric windows, two pop-out cupholders and an aftermarket radio/CD/MP3 unit from Clarion, near to the Groeneveld digitach and a couple of unused DIN housings used for storage. A 12V lighter sock-et provides auxiliary power.

Air-con is available as an option. Mirrors are heated with manual adjustment, but are really a basic set-up to the legal minimum for a 7.5-tonner, with no kerb or frontal view lenses that would aid city manoeuvring. ■

Cab comfortThe Isuzu’s cab may not be the largest on

the market, but it’s still more than ad-equate for daily operation. Access is easy, and if you

want to slide across to exit from the

passenger side on busy city streets, this

is no hardship either. The interior is either re-

strained or bland, according to your personal taste, but the plain

grey cloth trim will never look unfash-ionably dated. The driver has a mechani-

cally suspended seat, with a decent array of adjustments, adjacent to a dual bench seat, the

central seat’s backrest folding down to create a work surface. This is probably the best configuration, as any cen-tral occupant has only a lapbelt for restraint, while his two mates get the usual three-point belts and an airbag apiece as standard.

Most manufacturers offering automated manual trans-missions provide some form of limp-home mode for the event of transmission failure. Some are obvious, some are

hidden, but the Isuzu’s takes the form of a James Bond missile launcher-style button under a lift-up safety cover. Other less familiar buttons in-clude the gear-change response selector, quick warm-up, ASR traction control override and the EGR regeneration control.

The stalks on the multi-way adjustable col-umn are in the conventional position for Euro-pean tastes, indicators and lights, with an extra

position for the rear fogs, on the left and wipers and single-stage exhaust brake on the right. Instruments are clear white on a black speedometer and rev counter, with small-er fuel and water temperature gauges, and in the centre of these is the digital gear display.

OPeRATiOnAL ReSULTS

Fuel consumption:

Overall

Motorways

A-roads

AdBlue rate, % of diesel

Fuel cost, £/100km

AdBlue cost, £/100km

Total cost, £/100km

Average speed:

Overall

Motorways

A-roads

Hill performance:

Monmouth

Wantage

16.8mpg (16.8lit/100km)

18.1mpg (15.6lit/100km)

16.3mpg (17.4lit/100km)

n/a

18.48

n/a

18.48

67.3km/h

84.1km/h

61.6km/h

2min 28sec

2min 08sec

“The interior is either restrained or bland, according to your personal taste, but the grey

cloth trim will never look unfashionably dated”

iSUZU FORWARD n75.190RO

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CMO_141010_036-043 42 11/10/10 12:22:16




Colin Barnett

This is certainly a test of mixed messages. Looked at purely from the headline fuel figures, we expected a bit better, although, in fairness, Isuzu

doesn’t have the resources of some of its rivals when it comes to running-in and optimising the spec of their dedicated press fleets. This truck is a regular cus-tomer demonstrator, washed and loaded for the test. Whatever the reason, the numbers stand.

But the bigger picture reveals a product that is eminently suitable for its purpose. While it’s more than capable of inter-urban motorway cruising, that’s not really its forte. In and around town, making countless deliveries, possibly in the hands of a relatively unskilled driver, it’s a safe, easy-to-drive delivery tool that will perform efficiently. There are areas where it could be improved: we’d start with a stiffer anti-roll bar on the front and more comprehensive mirrors, but its sometimes quirky engineering approach works. For certain operations, a reassur-ing ownership experience could compen-sate for the lack of ultimate economy.

NEXT WEEK

TESTS ON THE WEB...

CM’s testers put the Nissan Navara through its paces

dIMENSIONS

Xxxxx xxxxx xxxxxxxxx

Acceleration:

(seconds)

Braking distance:

(stopping distance, m) Not tested

In-cab noise

dB(A)

In-cab noise

dB(A)

0-80km/h

30.2

32km/h

48km/h

60.2

90km/h

74.6

32-64km/h

12.1

48km/h

64km/h

68.4

Tickover

54.2

48-80km/h

18.8

64km/h

80km/h

71.5

BEHINd THE WHEEL

Overall width 1,996mmOverall length 7,012mmOverall height 2,745mmCab floor height 680mmInternal cab height (max) 1,500mmWheelbase 4,475mmFront overhang 1,110mm

Rear overhang 2,900mmLoadspace width (max) 1,800mmLoadspace width (between arches) 1,030mmLoadspace height 1,900mmLoadspace length 4,560mmLoading height 930mm

ROAd TEST

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The tests are complete – with every fact and figure from the print version – and they’re free to access. You’ll also find a list of the road tests on the web at www.roadtransport.com/alltests

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Fuel consumption:

Overall

Motorways

A-roads

AdBlue rate, % of diesel

Fuel cost, £/100km

AdBlue cost, £/100km

Total cost, £/100km

Average speed:

Overall

Motorways

A-roads

Hill performance:

Monmouth

Wantage

dIMENSIONS

CMO_141010_036-043 43 11/10/10 12:22:37

isuzu forward n75 - commercial · pdf filemanufacturer: isuzu truck (uk) ltd, isuzu house, 164...

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