A Top Scoring Forward
Payload is a major factor in the 12 tonne truck league tables and for this and several other reasons, Isuzu’s Forward chassis cab looks set to become a top scoring player. John Henderson spends the regulation 90 minutes behind the wheel of this newcomer for our initial impressions road test and reports back on a premiership winning performance. THE CURRENT economic squeeze has certainly slowed down truck sales and perhaps altered some priorities of commercial vehicle purchasers. Back in the days of plenty, with their associated long lead times, buyers may not have spent too long sweating over the exceptional points of opposing makes, as just getting a truck within a year was an achievement in itself. Today though, things are very different and with almost instant availability on all marques, the finer economic details of whole life costs, back up and overall specification, amongst other considerations, take on a much more important slant. One manufacturer who certainly stands up to a comprehensive scrutiny is Isuzu Trucks. On my travels across Scotland interviewing various council fleet managers, the Isuzu name keeps cropping up time after time and every report I hear is totally positive, with remarkable reliability levels being the first criteria mentioned. All being well over the next few months, we’ll be officially evaluating three different models from Isuzu’s new Forward range, which caters for rigid truck applications from 3.5-18 tonnes. As most of our readers will probably have already noticed, new Isuzus have been appearing in serious numbers with blue chip distribution giants, local authorities and a broad range of smaller companies too. The first Forward type to cross north of the border for trialing was a brand new 12 tonne, F120.240 model, fitted with a 22ft DJB curtainside body. As the motor was to run unloaded and literally straight out of the box, a detailed fuel consumption record would not be possible, but I used the onboard trip computer to ascertain an approximate fuel figure as a general guide of what to expect in the future. A drive of around 90 minutes was executed with a route starting from AM Phillip’s Broxburn dealership. From there we headed west along the M9 motorway and crossed the new Clackmannanshire Bridge and then headed back towards the Forth Bridge via the A985. Once back into the Lothians, the easy route back to base was via the M9 spur, Newbridge roundabout and the A89. On my exterior walk round and pre driving checks, the words ‘robust’ and ‘fit for purpose’ kept coming to mind. The Hexapod design steel cab tilts to 45° and features a host of safety plus factors including standard fit driver and passenger air bags, alongside mirror arms and lenses specifically designed to remove any potentially dangerous blind spots. The sturdy chassis looks well engineered with a straightforward, common sense build approach and the combined unladen weight of this and the cab tip the scales at an attractive 2,560kg. With this figure, I should now have your complete attention as it must be one of the best around and offers a plethora of potential over many body types. There’s plenty of free space on the main steelwork members with a nearside 127 litre fuel tank, together with the opposing battery and brake equipment on the offside, occupying minimal space. Once aboard, via the two well placed non-slip steps I spent a short while familiarising myself with the interior layout. With a steering column that adjusts for tilt and telescopic reach, together with an air suspended driver’s seat which boasts all the usual fine tuning buttons, the optimum driving position is easy to achieve. A stepped height engine cover means there’s still enough room for a driver to move across to the passenger seat via the front floor area. The short, stubby gearstick is well placed, with the handbrake lever close to hand just behind. Unusually for a Japanese built commercial, the indicators are controlled from the left hand steering column stalk (hurrah) and the general placement of all other switches and gear seems logical, besides being driver friendly. Storage space appeared good via several lockers and binnacles located above and below the windscreen and in the door pockets. All of these cubby holes can be illuminated if required, by what is certainly one of the largest and best interior roof lights in the business! On the road, I took an early moving brake test at the first safe opportunity and the empty truck pulled up sharply and straight. Feedback on the middle pedal, controlling an air over hydraulic system, was easy to gauge and reassuringly consistent throughout the run. The 12 tonne Forward model makes eager progress thanks to its Isuzu turbo intercooled, overhead camshaft diesel. A six cylinder in-line unit produces 240bhp at 2,400rpm whilst a peak figure of 706nm of torque is available at 1,450rpm. Driven carefully the common rail fuel injection system kept my (dash trip displayed) fuel figure above 14.5mpg for the entire trip and with more kilometres under its belt, this number will no doubt increase. The power plant revved freely and felt well balanced, whilst returning low noise levels, even at motorway cruising speeds. The engine’s attractive features don’t end there though, as none of the blue stuff is needed with any Isuzus at present, since exhaust gas recirculation (EGR) with a diesel particulate defuser (DPD) all mean Euro 4 compliance is kept reassuringly simple. Unsurprisingly the changes for the six speed gearbox were a bit on the tight side, but that’s nothing a couple of weeks of intensive use wouldn’t sort out. With a first gear ratio of 6.615:1 in the MZX ‘box, pulling away in second becomes the norm and I suspect only fully loaded pick aways or hill starts would require the number one cog. Even though it’s a synchromesh unit, I found double declutched changes quickly overcame the way to beat the ‘new’ factor and the ratio spacing of the gears is truly superb. Fifth gear is the direct drive and great for use in 30mph limits, whilst the top choice, with a ratio of 0.722:1 is flexible on the open road. Buyers requiring PTO operation will opt for the MLD6W gearbox which features a marginally different cog set up. At the back end an Isuzu rear axle with a ratio of 4.333:1 turned it all into road motion. It says a lot about the Forward, when an individual like me who’s never driven an Isuzu before, can settle down to the truck and be comfortable with it in a short space of time. Those were certainly my thoughts when heading west for the new Forth crossing on the M9 motorway with the cruise control set at 56mph. Once across the new bridge, the roads of west Fife offered more in the way of a challenge for the combined steel and air suspension system. Front multi leaf spring and a four bag rear ensemble are standard fitments on this 4,990mm wheelbase chassis. Despite the body being full of fresh air, the ride was firm without being kidney jarringly harsh and the Forward’s competent handling does instill confidence in its driver. Power assisted steering is courtesy of the standard recirculating ball type, with feedback levels and graduation gaining a tick in my ‘excellent’ column. The steering wheel dimensions are interesting in the fact that it’s a normal diameter unit, but with slightly thinner circumference than what I’m used to. That being said though, after an hour’s use you become aware that a proper grip of it is attained easier. Isuzu’s brochures are branded with a good slogan of intent which reads, ‘now we’re really serious.’ After a short drive in the 12 tonne Forward F120.240, I’d be hard pushed to disagree with this statement. This range provides the buyer with a workhorse which is fit for purpose and technically focused in a common sense, straightforward way. With an established dealership network consisting of many highly regarded franchise names, together with a market leading warranty and an award winning customer CARE programme, it’s just as well there’s no restricted transfer window for bringing a top scoring Isuzu player into any transport league team!