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<title><![CDATA[Yahoo! rss_cars : Isuzu]]></title>
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<description><![CDATA[Isuzu]]></description>
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<lastBuildDate>Mon, 21 May 2007 15:50:00 GMT</lastBuildDate>
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<title><![CDATA[Isuzu Rodeo Pick-Up Range : WHEREFORE ART THOU RODEO?]]></title>
<description><![CDATA[Car And Driving - The Rodeo is here and the latest facelift should give it renewed impetus in the competitive pick-up segment. Steve Walker reportsThere was a time when driving a pick-up truck was a little like riding a bull think bumpy ride, unresponsive handling and a general lack of refinement. The emissions werent great either. Today, the game has moved on with the leading contenders turning in far more polished performances. Its into this competitive arena that Isuzu pitches its latest Rodeo pick-up. The original Isuzu Rodeo arrived on the scene at an opportune moment. The UK pick-up market was in the throes of a particularly vigorous growth spurt but none of the leading contenders were overly convincing. The new breed of pick-up buyer wouldnt settle for a no-frills commercial vehicle, they demanded the comfort and specification of a passenger car with the overblown, chrome spangled attitude of a monster truck. At the time, there was the strong suspicion that if any of the leading manufacturers got their act together with a new model that captured the sectors changing zeitgeist, theyd clean up. The Isuzu Rodeo looked to have pulled off precisely that trick with a big 3.0-litre diesel engine and serious road presence and for a time, the plaudits rained in. Then other manufacturers cottoned-on, eclipsing the Rodeo with new models of their own. Isuzus response was the facelifted Rodeo we examine here. Does it have the attributes to claw itself back into contention? The most important single change made to this Rodeo was the introduction of the 2.5-litre common-rail diesel engine. Isuzu has a great reputation for producing diesel powerplants and the old 129bhp 3.0-litre unit that used to drive the range-topping derivatives was one of the strongest you could get in a UK market pick-up but times change and the 136bhp 2. 5-litre needed to be better in every respect. It is. Power is up but the 34.9mpg combined cycle fuel economy is fractionally improved and emissions are down significantly from 243g/km in the old model to 213g/km. The engine also represents a big step forward in terms of refinement, proving noticeably quieter on start-up and while cruising."The Rodeo isnt short of road-presence"The 2.5-litre common-rail unit is now the sole engine option available but buyers can specify the Prodrive Performance Pack which boosts its power output to a hefty 167bhp. More importantly, maximum torque is increased from 294Nm to 397Nm, giving the Rodeo some serious clout. The PPP, which is standard on the range-topping models, bumps the Rodeo up to the level of the leading lifestyle pick-ups in terms of performance and is definitely worth the extra outlay if you plan on utilising the impressive 3,000kg towing capacity. The Rodeo employs a selectable 4x4 system that does away with the clunky lever next to the gear shifter as seen on some rivals in favour of a neat fascia-mounted switch. Pressing it at speeds up to 60mph swaps the transmission seamlessly between rear-wheel-drive and four-wheel-drive modes. Theres a limited slip differential to aid traction in 2WD mode and the rear axle has an integral snorkel for navigating deep water. Add this to the Rodeos sturdy underbody protection and you have a highly capable off-road vehicle. Such ability in the rough stuff has tended to produce less that silky on-road ride and handling in pick-ups past but the Rodeo makes a valiant effort at smoothing out the rough edges. The independent front suspension set-up features an anti-roll bar and double acting gas-filled shock absorbers are used all round. The level of ride comfort is let down by the tough leaf-sprung live axle at the rear but its this heavy-duty installation that ensures payloads of up to 1,075kg can be accommodated. Overall, the Isuzu Rodeo is a comfortable companion on the tarmac but models like Nissans Navara and Toyotas Hilux are more successful in delivering a car-like feel in terms of ride and handling. Image isnt everything when it comes to pick-ups but its more important here than with any other kind of commercial vehicle. The reason is the popularity of these trucks with selfemployed tradespeople and company car users who need the tough practicality of a pick-up for work but also use them as leisure vehicles on weekends. The UK pick-up boom was a direct result of this kind of dual usage, a trend that was itself brought about the various tax breaks that the pick-ups commercial vehicle status affords. Isuzu are tilting at precisely this market with the Rodeo with only the family-friendly double-cab body style available in the UK. The Rodeo isnt short of road presence with the towering grille and those large headlamps. Its an uncompromising frontage thats neatly finished with the fog lights set into the deep bumper and the slim bonnet scoop above to feed the intercooler. The vehicles looks grow more extrovert as you ascend the range that starts with the standard Rodeo and progresses through the Rodeo Denver Max to the Denver Max LE. The models get progressively more exotic detailing with extras like chrome side steps and brushed steel door entry-guards bolted on in the mid range before you reach the top LE model with its 18" shadow chrome alloys, leather trim and special mesh grille. At the very least, all models feature air-conditioning, electric windows, 16" alloys, keyless entry, a trip computer and a CD stereo with a slot to connect your iPod not bad for a commercial vehicle. The latest Rodeo has a tough job on to break into the upper echelons of the pick-up market but Isuzu have given it every chance. Its highly competitive on grounds of its engine, which benefits greatly from some Prodrive tinkering on the up-spec models, and its off road ability. Ride and handling are slightly off the pace and the interior quality could be better with Isuzus lack of passenger car know-how exposed in this area. The equipment levels are very generous and this, allied to the tight pricing, could be the Rodeos trump card. Its going to be a bumpy ride but you wouldnt bet against the Rodeo hanging on in there.FACTS AT A GLANCE PICK-UP: Isuzu Rodeo range ENGINE: 2.5-litre common-rail diesel (136bhp) PAYLOAD: 1,075kg STANDARD SAFETY FEATURES: Driver and passenger airbags, side impact protection door beams, ABS with EBD, front seatbelt pretensioners.]]></description>
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<pubDate>Mon, 21 May 2007 15:50:00 GMT</pubDate>
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<title><![CDATA[Isuzu Truck NQR Range : NQR Q N A]]></title>
<description><![CDATA[Car And Driving - Isuzu Truck Back Their Trucks Up With A Strong Commitment To Customer Care. Will It Be Enough To See The 7.5-Tonne NQR Models Make Headway? Steve Walker Reports.Good customer service isnt always in the forefront of a commercial vehicle customers thinking. Its tempting to view it as something thats provided to little old ladies in car dealerships but in reality, quality customer care is just as necessary if youve got a malfunctioning 7.5 tonne truck or a Nissan Micra on which you cant find the fuel filler cap. Isuzu Truck appear to recognise this. Their website proudly displays their mission statement - "to be the first truly customer-facing truck manufacturer in the world," and this can only be a positive for anyone considering one of the NQR 7.5-tonne models.Isuzu Truck (UK) are the official importers of Isuzus N-Series of trucks. They specialise exclusively in trucks: trucks are their game and they pride themselves on knowing what truck buyers want. There is a network of 65 Isuzu Truck service agents around the UK and the company can claim an industry-leading average roadside assistance response time of 56.3 minutes. All of which should inspire confidence in businesses who rely on their vehicles being on the road for their very survival. Of course, Isuzu Truck would be the first to point out that their strong commitment to customer service is not derived from a high number of N-Series owners who find themselves in need of it. Designed in Japan and manufactured in Europe, the N-Series has been proven to be a tough customer over extended use in markets around the globe."Big payloads are what this class of truck is all about"The NQR models that we look at here are positioned in the mid to upper region of the N-Series line-up. They are 7.5-tonne trucks so they sit above the 3.5-tonne NKR derivatives and the 6. 2-tonne NPRs but below the NPT and NQT models which weigh-in at 8.2-tonnes and heavier. Theres a choice of single cab or crew cab and two gearboxes a 6-speed manual or the NEES 2 Easyshift semi-automatic system. Once youve picked a combination of those, there are three wheelbases to consider ranging from 3,365 to 4,474mm. The NQR models come as chassis cabs so the buyers must decide which load-carrying configuration theyd like to bring up the rear. The NQR goes up against slightly better known rivals such as the Mitsubishi Fuso Canter, the Nissan Cabstar or even the Iveco Eurocargo. It follows the same design themes that are prevalent on these models with the flat-fronted cab, prominent wing mirrors on struts at the sides and large windscreen. Ride comfort is always a problem on this kind of vehicle: with the seats perched directly above the front axel, you really feel every bump. If youre buying a 7.5-tonne NQR, however, the chances are that youll be using at least a good proportion of its payload capacity on a regular basis and that extra weight on the back noticeably calms down the ride. Big payloads are what this class of truck is all about. Their primary function is to carry as much as possible while still remaining manoeuvrable enough to cope with narrow lanes and busy urban streets. The NQR has the hefty load requirement well wrapped-up and you can get between 4,660 and 4,940kg on the back of your model, depending on your choice of cabin and wheelbase. These are body and payload allowance weights so the weight of whichever load body you have fitted to your NQR chassis cab must be deducted from them. In short wheelbase form, the NQR is still nearly six meters long so the trucks ability to get around in a congested urban setting must be kept in context but it is very manoeuvrable with a good turning circle and visibility from the drivers seat that should get few complaints. Power comes from a sizable 5.2-litre common-rail diesel engine but which power output you ultimately get will depend on your choice of the manual or automatic gearboxes. If you elect to go with the traditional clutch, theres 175bhp up for grabs but much more impressive is the 500Nm of torque that this version of the engine pumps out between 1,500 and 2,000rpm. The NQR models with the NEES 2 semi-automatic box have just 150bhp to marshal but torque of 404Nm will still equate to plenty of low-end punch for getting those big loads moving. All NQR models get ABS brakes and ASR anti-slip regulation. The NEES 2 is an interesting option. Five years ago automatic gearboxes were a rarely offered in light commercial vehicles and when they were made available by a manufacturer; customers rarely took much notice. Today, systems such as Isuzu Trucks NEES 2 are becoming more widely available and more popular. What we have is a semi-automatic gearbox which gives the driver of selecting fully automatic mode or sliding the lever across its gate to make clutchless manual changes himself. The advantages of the system are obvious in urban settings where traffic lights, junctions and congestion mean lots of gearchanges are required. The system should also reduce wear and tear on parts and fuel economy may also benefit. If you want your NQR to come with NEES 2, theres a £1,000 premium to be forked out and remember that the auto box comes only with the less powerful engine. The NQRs cabin is standard light truck stuff with light grey plastics and seating trim to mask the grime. Alongside the driver is a bench seat that is theoretically able to take two passengers but the space available is very limited and its best used for just one. Storage space is at a premium in the NQR cabin so that extra sliver of seating next to the drivers mate will most likely find itself being used for lunch boxes, flasks and paperwork. If you want to seat more than two, the crew cab option creates space for three more passengers in the back. The Isuzu Truck NQR models have plenty going for them but the factor that lures most customers in the direction of Isuzu Truck dealerships may well be the commitment they make to offering truly top-notch customer care. A vehicle off the road for whatever reason will cost its owners money and Isuzu Truck undertake to rectify any problems with a courtesy and speediness that businesses will appreciate.Facts At A Glance VEHICLE: Isuzu Truck NQR Range ENGINES: 150 or 175bhp 5.2-litre common-rail injection diesel. WHEELBASE OPTIONS: 3,365, 3,815 and 4,475mm GROSS VEHICLE WEIGHT: 7.5 tonnes. AVAILABLE SAFETY FEATURES: ASR with ABS,]]></description>
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<pubDate>Tue, 13 Dec 2005 10:44:00 GMT</pubDate>
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<title><![CDATA[Isuzu Trooper (1987 - 2003) : SUPER TROOPER?]]></title>
<description><![CDATA[Car And Driving - Models Covered: First generation Trooper 1987-1991: 2.3 3-door [base] / 2.6 3 and 5-door [D pack, Citation] / 2.8 diesel turbo 3 and 5-door [D Pack, Citation] Second generation Trooper 1992-1998: 3.2 V6 three-door and five door [D Pack, Citation] / 3.1 turbo diesel three and five door [base, D Pack, Citation] Third generation Trooper 1998-2003: 3.5 V6 three-door and five door [Duty, Citation, Insignia] / 3.0 turbo diesel three and five door [base, D Pack, Citation, Insignia]BY JONATHAN CROUCHJapan's specialist commercial and 4x4 vehicle maker is Isuzu, controlled by General Motors. A few years ago, its car division ran up enormous losses and had to be bailed out and finally closed down. This left the company to concentrate on off-roaders, trucks and commercials, which still includes the second of the two generations of Troopers examined here. The Trooper has been a moderate success in the UK. It has a loyal following, as does that other Isuzu-designed GM car, Vauxhalls Frontera. Whilst neither of the two generations of Trooper are a match for a Range Rover, the prices asked are a lot less than those of many more prestigious competitors, whilst on and off-road abilities are not that much poorer.A bit of a compromise vehicle. The earlier shape cars is not really very good at being on-road cars. On the motorway, they're noisy and slow and off-road the independent front suspension is less than ideal when the going gets tough. The newer shape cars are much better, but still no Range Rover rival. You don't get that strongman-in-a-dinner-suit image and ability which comes standard with the British car. What you do get is a wealth of Japanese gadgetry as well as excellent build quality and legendary reliability. Its not surprising, then, that some of the roadside rescue companies use Troopers as recovery vehicles.The earliest 2.3-litre petrol cars are best left alone but, if you must its bets to price them on an individual basis. The 1988 cars are a little better but again condition and mileage can vary so judge each example on its merits. Second-generation cars range from about £2,500 to £7,000. At the lower end of that scale, you'll find three-door 96N-reg V6s and 3.1TDs, though the petrol cars are harder to find. Third-generation cars (from 98R) start at about £6,700 for a three-door 3.5 V6 petrol Duty and range up to around £20,000 for a top-spec five-door Insignia diesel on 2003 53 plates. A few niggles to report, but nothing too serious. The trim quality of many cars is suspect, so have a good look and don't be afraid to haggle for a better price if you find saggy seats and tatty headlining. Look also for faulty handbrakes and notchy gear changing. The diesel engine is very rough and ready but make sure all that black soot is normal and not a blown turbo. They cost a lot to replace, so get an expert to check it if you're worried. Check the differentials, gearbox and engine for oil-leaks and don't forget to engage the front-hubs to test the transmission in 4x4 mode. While youre underneath look for signs of off-road damage.(approx based on a 97 3.1 turbodiesel) Isuzu are keen to keep their parts prices competitive to promote the use of genuine components on the large numbers of Troopers that are still going strong. A water pump can be yours for around £100 and an exhaust pipe is available for a similar amount. A fuel filter is a tenner and most of the other consumables are similarly cheap. You get lots of body roll and slow progress in every model bar the more car-like V6. Seven-seat versions are about but you'd have to be sure you could cope with a heavy load and a noisy, strained engine up hills. If you really need seven seats and don't need to go off road, an MPV might be more appropriate. So, the Trooper is not really at its best as a family car. Its probably good enough for most people's needs in the mud, however. Most owners buy the car for its butch looks and maybe the occasional off-road day out theres nothing like this to remind you just why you bought one in the first place. Like any big 4x4, try before you buy as it may be a bit too uncivilised for your everyday needs.The Isuzu Trooper is a good-looking vehicle (at least in newer-shape guise) without the pretence, the price or the hefty running costs of a Range Rover. Bear that in mind and you'll enjoy almost the same all-round ability for half the price.]]></description>
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<pubDate>Mon, 10 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[Isuzu NKR Grafter Range : ROOFLESS EFFICENCY]]></title>
<description><![CDATA[Car And Driving - Tipper or Dropside, Isuzus NKR Grafter Is A Tough Little Truck Designed To Thrive On Hard Work. Steve Walker Reports"A good days hard graft never did me any harm." Its a familiar mantra that frustrated fathers have drummed into truculent sons across the dinner table for generations. Of course, the offspring never pay much heed. One sullen glance over the pepper pot at their ranting old dads antiquated features serving as ample evidence that hard graft is not the tonic he claims. Hard work certainly can make some people and vehicles old before their time but others thrive on it. Isuzu hope their 3.5 tonne Truck falls into the latter category and to remind us, theyve christened it Grafter.The Isuzu NKR Grafter, to be more precise. Its the smallest in the N-Series Range of trucks thats being sold in the UK by Isuzu Truck. The company is not to be confused with Isuzu UK Ltd who import the Isuzu pick-up trucks. The NKR models are manufactured by Isuzu in Japan and then assembled at a plant in Portugal before finally ending up in old Blighty at one of Isuzu Trucks 65 franchised outlets. Grafter is the term used to refer to the off the shelf tipper and dropside models in the Range, as opposed to the stripped down NKR chassis cabs which come ready to take any specialist conversions that buyers may require. Until the Grafter came along, Isuzu Truck had not given a proper name to any of their models. Instead they employed a rather impersonal 3-letter designation system that gave rise to the NPR, the NQT and, not forgetting, the NPT. This is fine for sober corporate customers at the heavy duty end of the truck market but if was felt that to compete with the likes of Toyotas Dyna and Nissans Cabstar in the light commercial market, the NKR would need a more memorable moniker. The NKR Grafter was born but only after some urgent reassurance of the Isuzu top brass in Japan. They looked up grafter in an American dictionary and were concerned to find it meant man who takes bribes. Presumably, they were relieved to learn that the term has significantly more respectable connotations here in the UK. So, what of the vehicle itself? Buyers are faced with a Range thats made up of three basic models. Theres the Grafter NKR-S Dropside, the Grafter NKR-S Tipper and the Grafter NKR-T Tipper with its twin rear wheels. The dropside model can achieve the greatest payload with 1,400kg being possible largely thanks to the absence of a tipping mechanism. The NKR-S Tipper, meanwhile, can manage 1,180kg on its single rear wheels and the NKR-T Tipper will carry 1,034. The twin rear wheels on the NKR-T limit payload capacity but they serve to improve stability and traction for buyers who may need to drive their load across muddy or undulating terrain. "The engine is perfectly suited to the Grafters preferred role of short trip urban delivery vehicle."All Grafters are delivered packing the same 3.0-litre diesel engine fitted with turbocharger and intercooler. It will produce 130bhp at 3,400rpm but the best bit is the 280Nm of torque thats marshalled at a usefully low 1,700rpm. The engine is perfectly suited to the Grafters preferred role of short trip urban delivery vehicle. It will haul the Grafter and its heavy load briskly off the line and up to speed but top-end performance is not such a strong point. The powerplant isnt the quietest or the most refined but on the kind of short haul journeys the Grafter is designed for, that wont matter too much. It does the job. The Grafters essential characteristics are largely a product of its forward control design. Most purpose- built tippers and dropside trucks are forward control vehicles which basically means that the steering rack is located in a position forward of the front wheels. The driver, therefore, is seated above the front axel. This layout produces a number of key advantages over the conventional arRangement found in light trucks converted from panel vans but it also creates the odd problem. The Grafter benefits from an ultra-tight turning circle which is ideal for squeezing it in nice and close to the items you want to load up or the space you want to unload into. The absence of a bonnet in front of the driver also creates excellent visibility which, again, aids manoeuvrability. With the engine located out of the way under the seats, space in the cab is impressive, although the inclusion of a second passenger seat may be a little ambitious. Its dimensions are definitely more chimney sweep than burley bricklayer. The downside of forward control comes in the shape of the ride quality and the fact that cab must be accessed by means of an awkward clamber up over the front wheels. With no load on the back, the Grafters suspension will feel a little lively for most tastes but thats mainly because youre sitting right on top of it. Put some weight on the rear and the ride settles down considerably. By adding some hefty cargo you also replicate the conditions under which most of the Grafters journeys will be undertaken, so the choppy unladen ride is not the issue that you might imagine. The dropside models come with a steel framed aluminium body with a full height steel headboard to prevent rogue cargo from sliding into and damaging the cab. The sides are removable but when in place they can be folded down by unclipping the spring loaded plastic-coated catches. On the tipper, the body is steel with a steel lined floor instead of the Wisadeck floor in the dropside. The whole thing tips-up thanks to a 12-volt electro hydraulic ram and the controls are mounted at the end of a 9-meter wander cable so you can maintain a sensible distance when that load of dusty rubble hits terra firma. The Isuzu NKR Grafter is a strongly built, businesslike vehicle that is ideally suited to contractors who mainly travel short distances in builtup areas where roadspace is at a premium. It is a specialised product so, inevitably, its not as multitalented as some competitors but buyers with this kind of usage in mind will like it a lot. Its also worth noting that Isuzu Truck are fast building a reputation for their innovative approach to customer care. They offer comprehensive back-up with the focus placed on ensuring that customers can always get through to speak to a person with the power to actually do something about any problem. The Managing Directors mobile number is even printed on their website! This is one of the benefits of having a comparatively small-scale operation but its striking a chord with truck operators and it could be the thing that swings more buying decisions in the Grafters favour. Facts At A Glance VAN: Isuzu NKR Grafter Range ENGINES: 2,999cc 130bhp turbo diesel with intercooler GROSS VEHICLE WEIGHT: 3.5 tonnes PAYLOAD CAPACITY: 1,034kg-1,400kg WARRANTY: 2 or 3-year/unlimited mileage or 4-year/120,000 miles]]></description>
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<pubDate>Fri, 05 Aug 2005 09:34:00 GMT</pubDate>
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<title><![CDATA[Isuzu TF Pick-up Range : TF ITS SATURDAY]]></title>
<description><![CDATA[Car And Driving - Is It A Rugged Go-Anywhere Workhorse Or A Frivolous Lifestyle Accessory? Isuzu Hope That Their TF Pick-Up Can Be All Things To All Men - And Women. Steve Walker ReportsThe humble pick-up truck has been loitering around in UK commercial vehicle land for a long time now. Not drawing too much attention to itself and doing little to extend its popularity beyond the loyal band of builders, farmers and homesick Australians who traditionally require its services. More recently, however, our unassuming friend has experienced something of a surge in the popularity stakes. The explosion in the lifestyle 4x4 sector seemed to have spilled over into the pick-ups quiet little backwater. Suddenly, manufacturers are paying more attention to this often forgotten arm of their commercial vehicle line-up, with a view towards making a profitable crossover between the work and leisure markets. Isuzus attempt to cash-in is christened the TF The burgeoning pick-up market coincides with the increasing willingness of UK buyers to see the vehicles as dual-purpose tools. Versatile machines that can bring home the bacon during the working week and then take out the children on weekends. All of which renders Vauxhalls decision to scrap their long-serving Brava pick-up even more incomprehensible. Why discontinue a stalwart pick-up model just when demand for similar vehicles looks like it might, well, pick up? Its a good question but Isuzu didnt waste too much time trying to come up with an answer. Rather, they simply stepped in and took over the supply and distribution of the model. You see, the Vauxhall Brava was manufactured by the Japanese marque all along, then simply rebadged for sale in the UK. Now the Isuzu-made pick-up carries Isuzu branding and is available in this country under the TF moniker."If you need an offroad load-lugger, the TF has all the tools for the job - in 4x4 form at least."In fairness, Isuzu have made a number of alterations designed to differentiate the TF from its somewhat tired Brava ancestry, changes that place the model on a par with the class leaders - at least in terms of exterior styling. You could argue that the Isuzu TF is better positioned than the Vauxhall Brava to do battle with the likes of Toyotas Hi-Lux, Nissans Navara and Mitsubishis all-conquering L200. It benefits from Isuzus offroad pedigree, gained through the popular Trooper models, and it overtly shares the same Far-Eastern origins as these big hitters in the pick-up division. The truth of the matter will only be revealed, though, in the number of sales that the newcomer can wrestle from its well-established counterparts. The TF takes a tried and tested route styling-wise and arrives at a destination thats already inhabited by its competitors. Buyers get the imposing grille, fog light adorned front bumper and a bonnet air-intake. Theres also large ISUZU lettering across the back and up the sides, just in case anyone still mistakes the TF for a Vauxhall Brava. If the base models dip a tentative toe into the new leisure-orientated pick-up market, then the top-spec 4Sport derivative takes a huge run up before performing an enormous, headlong plunge. The 4Sport is the model that Isuzu hope will appeal to the trend-conscious buyers. It gets fetching two-tone paintwork and distinctive 16-inch alloys, while the interior features air-conditioning, electric windows, electric mirrors, a passenger airbag and central locking, along with an up-rated radio/CD player. It might not sound like the TF 4Sport is overloading on standard equipment, but all this comes in addition to the not-inconsequential specification found in more lowly TF models. A drivers airbag is supplied across the Range and all doors have side-impact protection. There are also adjustable steering columns and head restraints. The TF Range is a refreshingly simple one. There are two transmission systems (four or two wheel-drive) and two bodystyles (single cab and crew cab). These can be ordered in any combination although the Range-topping 4Sport is offered only in 4x4 crew cab form. The single cab can cope with a 1,075kg payload while the crew cab, with its rear seating bench can manage 1,015kg. By virtue of its light alloy wheels, the 4Sport has a 1,018kg maximum. Thats enough in surPlus to take an extra large picnic basket on that family outing. The TF, in all its guises, is powered by the 2. 5-litre turbo diesel unit that served the Vauxhall Brava so competently but, in-keeping with Isuzus general policy of improving the TF, theres been wholesale tinkering under the bonnet. Drivers will welcome the massive torque increase, from 118lb/ft in the Brava to 166lb/ft in the TF. This has been achieved through the addition of an intercooler, as well as other more incomprehensible modifications, and the powerplant now develops around 100bhp. A cold starting aid is included to help the TF get going on frosty mornings and an exhaust recirculation system along with an oxidising catalytic converter, mean that the TF meets Euro3 emissions regulations. If you need an offroad load-lugger, the TF has all the tools for the job - in 4x4 form at least. Ground clearance is greater than the 2x4 at 230mm, theres the impressive torque we mentioned earlier, a limited slip differential and a solid suspension system based on double-acting gas shock absorbers (another improvement over the Brava). All this enables the TF to perform competently in the rough stuff while maintaining enough composure on the tarmac to avoid making everyday driving a chore. Isuzu claim car-like fuel economy and, depending on what kind of car you own, its hard to disagree. The 4x2s are the most economical, registering 39.8mpg for combined driving and a creditable 32.5mpg around town. The Isuzu TF is a big improvement over the Vauxhall Brava. They are essentially the same vehicle mind, but the Isuzu brings the purposeful styling thats necessary to succeed in this increasingly fashion-led sector. It might mimic the current class leaders to a degree, but why change a winning formula? Theres a usefully enhanced engine and better offroad performance also to consider. A £10,795-£16,495 price Range pre VAT sees the TF positioned at similar levels to the competition. It doesnt offer anything more that the best pick-ups currently available and the Isuzu badge might not have quite the same posing potential as some others, but that doesnt dent its prospects too severely. For business and private use, the Isuzu TF is a strong performer.Facts At A Glance VAN: Isuzu TF Pick-Up PRICE: £10,795-£16,495 (on the road price but excluding VAT) PERFORMANCE: Max Speed (4x2) 87mph (with full payload) FUEL CONSUMPTION: (combined 4x2) 39.8mpg. (combined 4x4) 35.8mpg STANDARD SAFETY FEATURES: Drivers airbag, side impact protection WILL IT FIT IN YOUR GARAGE?: (4x4) Length/Width/Heightmm 4980/1915/1710]]></description>
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<pubDate>Tue, 26 Aug 2003 16:13:00 GMT</pubDate>
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