Isuzu is set to unleash a complete model change out in Australia with the perpetual market leader set to chase an even bigger share of the overall market as well as the medium and light sectors, not to mention the heavy segment, where it continues to make serious inroads.
At a media. Briefing in Melbourne this week the truck prs were taken through the new range of Isuzu’s, which despite dealer and key customer launches in recent days will be ‘officially’ launched at the upcoming Brisbane Truck Show.
Every thing from the light duty N Series models to its heavy duty F Series range is new with new cabs, grilles, technical and mechanical specs and more refined powerplants and transmissions that comply with Euro 6 or as it is officially known under our local rules, ADR80/04.
Some of the new range also feature the first fruits of Isuzu’s collaboration with engine maker Cummins with the new six cylinder nine-litre Cummins power plants being feaured in the top end F Series models. All of the six cylinder Cummins engines will be mated to Allison six speed full autos, with Isuzu execs telling us that only about 12 per cent of the companies sales are manuals these days, and that they expect that to drop further yto around five per cent on the launch of new two pedal set ups across the entire range.
As well as the heavies getting two pedal exclusivity, new and heavily revised dual clutch versions of Isuzu’s AMTs in light models will make for a more pleasant and efficient driving experience for operators, thanks largely to a new nine speed configuration.
Some have had misgivings about the Isuzu AMTs in the past but having driven the new versions in a brief sample run around the western suburbs of Melbourne this week, we reckon thse new ones are a massive step up. Gone is any hesitation or lag and the often clunkiness of the old six speeds has been eliminated with the new nine speeds fitted with torque converters and dual clutches that smooth power delivery and performance.
Isuzu has patented the ‘wet clutch’ at the centre of its dual clutch system and believes it is on a winner having persisted with the AMT philosophy and evolved it to a more than acceptable technology in the current iterations.
45 per cent of the new Isuzu range is car licence compliant, reflecting the demand from entry level truck operators and the lack of drivers in the industry.
In regards to engines, along with the previously mentioned new Cummins co developed six cylinders, the bulk of the Isuzu range in N and the lower end of F series will be powered by various versions of Isuzu’s staple four cylinder turbo diesels. The smaller N series get new versions of the three litre 4JZ-1 engines, while the 4HK1 5.2 litre four cylinder.
As well as producing impressive torque an power both versions of the Isuzu four cylinders meet ADR 80/04 with the three litre complying with Japan’s post Post New Long Term regs (pPNLT) which is equal to, or higher than Euro 6, while the 5.2 litre 4HK1 complies with Euro 6.
The new engine and transmission combinations certainly proved to be very responsive and much quicker off the mark than previous gen AMT models with instantaneous power off the mark from start up with the new nine speed AMTs, which also boast overdrive on both 8th and 9th speed, for improved fuel efficiency and performance.
The smaller N Series model was equipped with coil spring independent front suspension (IFS), which along with an apparent recalibration of suspension settings, particularly damping, has made this little narrow cab model a joy to drive, especially on choppy bitumen, which there seemed to be plethora of on our relatively short test drive. It also comes with rack and pinion steering that coupled with a revamped electric power steering and a car like steering wheel, makes this tiddler even more car like in its drive characteristics.
As mentioned our drive aboard the new Isuzus was all too brief, having a stint at the wheel of three models all loaded to around 50 per cent payload. The three litre 4JZ1 powered NLR 45/150. with a large Isuzu auxillary 
generator as its load on the tray back was light and easy to drive, zippy and very manoeuvrable in Melbourne’s increasingly crowded afternoon traffic. It uses the nine speed dual clutch AMT.
Isuzu model nomenclature easily explained, the first number, in this instance 45, representing the truck’s GVM, which is 4.5 tonnes, while the 150 represents the horsepower rating.
Along with the NLR we drove the NNR 45/150 Vanpack, also powered by the three-litre four and with the nine speed dual clutch AMT. As the name would suggest was fitted with a cargo van body and again loaded to half its legal payload.
All N Series now get four wheel disc brakes for excellent, consistent and fade free stopping power, bringing the smaller Japanese trucks in line with what is increasingly becoming the norm with larger Euro trucks.
The biggest truck we drove was the medium duty the FRD 110/240 from the lower end of the F series. This had a GVM of 11 tonnes and a power rating of 240 hp. This powerplant under the cab in this one was the bigger 5.2 litre four cylinder 4HK1 Euro 6 compliant unit, delivering 240hp.
The higher end heavy duty F Series models will not be available till later in the year and while there was a couple of examples at the media briefing, these were pre production models and not able to be driven on local roads at this stage.
One of the huge steps forward that Isuzu has made with its all new model line up is in terms of safety systems. The swarm of acronyms that come with the isuzu models is a column unto itself with ADAS, AEB, LDW, ESC, ASR, ALS and TMW, hope I didn’t miss any. We will explain the meaning of each of them in due course.
With so many of Isuzu’s volume selling light duty models increasingly being driven by people without truck driving experience the inclusion of more and more electronic safety systems is obviously a strong selling point as it has been with opposition models from Hino and Fuso. These are now the industry standard and the Isuzu suite is very comprehensive.
ADAS stands for Advanced Driver-Assistance System which is the overarching safterty system sitting above all of the other sub systems, and their initialised labelling. When it comes to those systems and their initals, AEB is Autonomous Emergency Braking, LDW is Lane Departure Warning, ESC is Electronic Stability Control, ASR is Auto Slip Regulation or in other words traction control, ALS stands for Automatic Lighting System while TMW stands for Traffic Movement Warning.
While each of them is its own system and they are subtly different, they are all interlinked through ADAS.
The eyes behind Isuzu’s new ADAS is Hitachi’s stereo 3D camera. As well as speed and depth perception. Unlike other trucks in the market that offer a single camera attached to the windscreen and a radar sensor mounted lower on the cabin face or bumper, Isuzu reckons its one is a better concept.
Isuzu has instead mounted the dual-lens Hitachi camera inside the cabin in a central dashboard position, which it says does not obstruct driver view, and is not attached to the windscreen. The company says this gives the camera a superior field of vision to detect lower-height objects while in motion, small children and ‘hidden’ pedestrians for instance, which is critical advantage for those working in crowded and built-up areas.
Fortunately we did not have to face any critical moments involving the ADAS system although we did have a few warnings for being considered too close to the vehicle in front, not a bad thing considering all the distractions a driver can encounter on the road these days. This also fits with the concept we mentioned earlier of not being able to recruit enough experienced and skilled drivers, so a system like this will drastically cut down on accident rates.
Overall Isuzu has, in its usual way come up with a highly accomplished new range, which the opposition will have even more trouble chasing down in the market. We’ll have more on the new range and more driving impressions as we get to sample more of the new Isuzu’s as they become available later in the year.
