Road Tests: Isuzu NQR 7.5 Easyshift

It’s not often that something completely different turns up, but the transmission fitted to the latest Isuzu NQR was thought sufficiently interesting to merit a full roadtest, even though we had not planned to test any more Euro-3 trucks. Gearbox apart, the NQR and its lighter siblings in their recently facelifted form are making a steady contribution to the UK’s light CV market. Just how big this contribution is remains an educated guess, as Isuzu Truck (UK) still declines to participate in the SMMT’s registration records. But we do know that the NQR in its various guises is a major player on the global stage – in the Us, for example, it dominates its class, also selling under the GMC banner, and often equipped with a hefty V8 petrol engine.

Isuzu’s appeal in the UK is enhanced by its customer care system which promises, and seems to deliver, a more personal touch than many of its rivals. N-series rigids are available at 3,500, 5,000, 6,200 and 7,500kg GVW, with a selection of tractor units running up to 11,000kg GVW. The 3,500kg NKR can be supplied with a narrow cab, but the rest come with the full-width job. Above 5,000kg, there are also the options of a crewcab and the self-changing transmission here. The Isuzu’s chassis is pretty conventional, with leaf springs (parabolic on the rear) and a traditional disc/drum hydraulic brake set-up. Our test truck is an NQR 70L, with the shortest of three wheelbases, day cab and a 5.08m body from Derek Jones. The transmission is called Easyshift in the brochure, NEES2 (and an extra £1,000) in the price list and Smoother in the driver’s handbook. Call it what you will, this innovative box combines traditional mechanicals with modern electronics. It’s based on a five-speed synchromesh manual gear cluster, with shifts made by an electromagnetic mechanism. The usual dry-plate clutch used in auto-mated transmissions is replaced in this case by a fluid flywheel, without any torque multiplication function, an electronically controlled lock-up clutch and a multi-plate wet clutch pack. Control is via a stubby gear quadrant mounted next to the driver’s hip, offering a choice of fully automated or sequential manual gearchanging.

Given that the transmission design allows a certain amount of slippage, we weren’t expecting the NQR to produce record breaking figures. Overall it worked out at 1.6mpg behind the Daf LF45, but beat the old model Mitsubishi Canter 75 on both motorways and A-roads. Overall average speeds were on a par with both the Daf and the Mitsubishi – an excellent showing on the A-road section being dragged back by the run down the M4, where it lost some pace in the hillier sections. As might be expected for the type, the Isuzu’s body/payload allowance is similar to the Mitsubishi Canter , and a clear half tonne better than the more truck-like Daf. The Isuzu warranty cover varies according to the delivery package you by. The £500 Economy package includes two ywars’ unlimited warranty and RAC cover, labour for the first service and driver training, although this has had a disappointingly low take-up rate. The 5-Star package, costing another £370, extends these periods by another year; while the £1,070 Grafter Plus option extends cover to four years/120,000 miles (but is only available on 3.500kg models). Service intervals are set at 25,000km and daily service items are generally easy to access, with brake fluid and screen wash fillers on the ends of the dash. The coolant reservoir is easily visible just behind the driver’s door, but the engine oil dipstick takes a bit more effort to reach. The cab can be tilted (not a huge job) or the passenger seat base can be lifted up.