NEw Isuzu beats new Yota offroad.





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    Default NEw Isuzu beats new Yota offroad.

    RODEO

    The Rodeo was considered quite a radical design on its debut but it has aged the last two years quite well. Like most of its direct rivals, it’s built on the industry-norm chassis running torsion bar front and leaf springs under the rear. Like its rivals, it’s available in a variety of 2WD, 4WD diesels and petrols with single, ‘Space’ or dual cab bodies with tray or ute rears.
    For UOTY, we settled on a base-model diesel trayback (cab chassis) manual DX and an up-spec 3.5L V6 petrol LT. Of course, most of the other ‘basics’ are the same with details of trim differing – the petrol was an up-spec LT model and had extra spice inside such as airbags and electric windows.
    The petrol engine is good for 147kW (at 5400rpm) and 280Nm at 3000rpm which is close to the top of the class. It will probably be replaced by GM’s 3.6L ‘High Feature’ all-alloy ex-Commodore V6 in the near future. Behind it was a four-speed auto for our test.
    The intercooled turbo-diesel is more humble than the class average these days, with 96kW at 3800 and 280Nm at 2400rpm backed by a five-speed for UOTY.
    Oddly, the petrol engine’s management system sits on top of the intake manifold. I can recall doom and gloom comments about this site for a computer when this engine was first installed in Rodeo years ago, but I have never heard of any reliability dramas. Electronics are far tougher these days than the 1980s, when computers had to be located in vibration-free, climate-controlled locations.
    The Rodeo driver is presented with a classy and well-finished dashboard that has a bluff centre section. Airbags are available on higher spec models either standard or optional, as are electric windows and better cloth, but even the base-model diesel we had on UOTY didn’t have us feeling like we were sitting on a park bench.
    The rear seats in Rodeo are capable of taking three blokes with less legroom and/or width compromises than Courier and Navara. A big plus for the Rodeo is the fact it is fitted with a proper centre rear seatbelt – a lap sash retractable.
    The Rodeo’s factory tub (fitted to the petrol V6) has four tie downs at mid-height and can handle a hook being placed under its edge. The diesel tray was a Holden dealer fit.

    ON-ROAD
    The Rodeo has a very well-calibrated suspension system that nary puts a foot wrong on bitumen or dirt, diesel or petrol. Naturally, it’s the petrol that is the most fun to drive and it doesn’t seem to give much away to the newer, larger petrol-powered Courier or HiLux on the road. It’s streets ahead of the Courier, however, when it comes to handling, comfort and noise suppression – in fact, the Rodeo, diesel or petrol, has the quietest and most subdued cabin of every vehicle here.
    The petrol V6 has been around for a few years now but it still impresses with its blend of torque and power, although some commented that it felt a bit flat on the open road. Its 147kW (at 5400rpm) and 280Nm at 3000rpm look a little high and mighty for a truck, but in reality it doesn’t feel as peaky or slack down low as its figures may suggest. It feels fatter earlier than the Courier’s larger-displacement petrol, for instance.
    The diesel is willing but it’s no use flogging it. Much better to shift up early and let the torque do the work. Often, lower engine outputs seem to allow more flexibility and ‘luggability’ (the diesel Prado is a good example) and that’s true for the Rodeo with a talent for staying on one gear without the need to shuffle down to the next gear. Top speed is around 140km/h for the diesel and we didn’t try the petrol.
    The Rodeos’ driver’s seats drew some comments for not having enough side support and not all like the dash, regarding it as ‘plasticky’.

    OFF-ROAD
    Both Rodeos were super-stable and quiet on dirt. The steering lets you know what’s going without chattering, the ride is smooth and stable with very good phasing front to rear (no pitching or bottoming out) with our 200kg on board. Gravel noise in the wheel arches seems far more distant than the others.
    The petrol Rodeo seemed to have the easiest time of the three petrols in our off-road tests, with only a tiny touch of throttle required to complete the exercises. The throttle response is dull enough to not get into jerky-jerky mode when negotiating the rougher stuff. Good suspension travel and LSD operation combined to get the Rodeo up and over the course without the scrabbling and dust-raising of the Courier and HiLux.
    The manual diesel was just as impressive; possibly more so. Deep overall low-range gearing of the Rodeo and plenty of oozing torque at idle meant it was the only vehicle apart from the Landcruiser that completed our steep hillclimb with no throttle and without stalling.

    WINNER OR ALSO-RAN?
    Diesel or petrol, the Rodeos are very, very good packages. Both are demonstrably better all-rounders than Navara, Bravo and Courier (not to mention the Ssangyong) both on and off-road and have a better back seat than the lot – especially with the inclusion of the third retractable seatbelt.

    SPECS
    PETROL MODEL
    MODEL: Holden Rodeo V6 LT
    BODY: Four-door crew-cab ute
    ENGINE: 3.5L OHC V6 petrol: 147kW/280Nm.
    TRANSMISSION: Four-speed auto
    4WD SYSTEM: Part-time dual range by dash button. 2.48:1 low-range
    SUSPENSION: IFS by torsion bars, rear beam on leaf springs
    BRAKES: Front vented discs, rear drums
    WHEELS AND TYRES: 16x7-inch alloy, 245/70 tyres
    OFF-ROAD STATS: Not stated. Clearance: 225mm
    KERB WEIGHT: 1806kg
    TOWING CAPACITY: 750kg unbraked/2000kg braked
    PRICE (RRP): From $43,990
    WARRANTY: 3 years/100,000km

    DIESEL MODEL
    MODEL: Holden Rodeo DX
    BODY: Four-door crewcab trayback
    ENGINE: 3.0L four-cylinder intercooled turbodiesel. 96kW/280Nm
    TRANSMISSION: Five-speed manual
    4WD SYSTEM: Part-time dual-range by dash button. 2.48:1 low-range
    SUSPENSION: IFS by torsion bars, rear beam axle with leaf springs
    BRAKES: Ventilated front disc, rear drums
    WHEELS AND TYRES: 16x7-inch steel, 245/70 tyres
    OFF-ROAD STATS: Not stated. Clearance: 225mm
    KERB WEIGHT: 1787kg (no tray)
    TOWING CAPACITY: 750kg unbraked/2000kg braked
    PRICE (RRP): From $39,290
    WARRANTY: 3 years/100,000km



    HILUX

    The HiLux is the youngest of the cars here, with its launch coming just weeks before our UOTY test. It’s a totally new design for HiLux but uses a nice slice of Prado underneath – the front suspension and petrol engine are almost straight swaps meaning the HiLux stands alone here in having coils holding up its independent front suspension rather than torsion bars.
    For its new load-bearing role, Toyota has spliced in a set of leaf springs rather than retaining than the Prado’s coils. While they were at it, the Toyota blokes made the HiLux wheelbase longer, placing the wheels closer to the centre of the carried load, and allowing more room for the rear seat passengers in dual-cab models.
    Up front is an all-new dash that is vaguely Prado-ish in its appearance and no doubt uses some of the same components behind the scenes. Possibly the best cup holder in the business on the driver’s side – it slides out from the lower edge of the dash. But the slot where the passenger’s side cup holder should be is simply a blank slot. There are bigger sports drink holders in the door pockets, too.
    As we read last issue, the petrol engine is similar to the Prado’s 4.0L V6. The diesel is a brand-new 3.0L unit with common rail/direct injection and electronic control that is chasing a high class average with 120kW of power at 3400rpm and 343Nm of torque from 1400 to 3200rpm.
    The manual transmission is a five-speeder, as is the petrol’s auto. The new auto is a smart bit of gear with what Toyota calls artificial intelligence shift control that looks at driver behaviour over time and shifts accordingly, like some passenger cars.
    The HiLux is almost ungainly high. That works wonders for the interior room – higher front seats give a good legs-down driving position and more foot room and knee room for the rear seat.
    The Rodeo has been the best in the rear seat department until now, but the new Prado… err HiLux adds an inch or two in all directions to finally give the apprentices similar room to a normal sedan. The rear seat is also higher-riding rear seat residents of the requirement to sit with knees under chins. But a big red cross for the HiLux’s seatbelts – a lap-only centre rear is a big no-no in the 21st century.

    ON-ROAD
    Both HiLuxes are impressive all-rounders. The cabins are quiet, seating is excellent and controls such as gearshift, clutch and brakes are all ‘corporate’ Toyota in feel. But the steering gathered criticism from several of the testers for being dead and heavy in around-town and slow off-road conditions.
    The auto gearshift was a little ambiguous with ‘D’ and a very closely-spaced ‘3’ on the console not immediately obvious that they are in fact two different gears, not D3. That problem is common to Prado and LandCruiser, too, but first-time drivers realise the second time around. Having the ability to engine brake with just flick of a wrist makes up for any minor lack of understanding! The manual is not above criticism either, with several testers noticing a very long throw. The clutch is very light and the engine seems to hold revs between gears when driven briskly.
    The petrol’s output of 175kW was V8 luxury sedan stuff just a decade ago so there’s no shortage of herbs. The cruise control picked up a comment or two for an apparent lurch in its function – something that you would not normally expect in something with this much power. Or, from Toyota.
    The diesel, too, is spritely. You don’t buy a diesel to race from the traffic lights, but it’s nice to know that owning a diesel these days doesn’t mean you have to be as far behind the traffic as you once were!

    OFF-ROAD
    On dirt, the HiLux was quick, tidy and quiet. More than one tester decreed it the best dirt demon of the pack with its blend of great driving position, steering precision (despite the weighty feel) and stability. Corrugations pass by almost unnoticed – the work in stiffening the body/chassis has paid off – rather than bucking the HiLux sideways.

    The stiffness of the new body/chassis unit could be easily seen in the off-road sections of the test – diagonal bumps that allowed visible tray/body flex in the other vehicles didn’t twist or bend the HiLux at all.
    Some commented that the longer wheelbase might affect its off-road ability and to some degree that’s correct as the HiLux was out-maneuvered off-road by others - especially the Rodeos. That was the work of an under-performing LSD that let the HiLux’s forward progress grind to a dust-raising halt. Approach and departure angles and other off-road characteristics didn’t cause any issues on the test circuits.
    Both engine’s throttles were the picks of the crops, being easy to feed-in for more delicate off-road work. The petrol (manual) required just the lightest of touches to see it tractor its way up the test slope at minimal speed – it’s happy to lug away at below than 1000rpm but when on and off the throttle, there’s significant driveline snatch.
    The manual’s clutch is very short, making clutch-and-grab hill starts a delicate matter. The handbrake was great, with a light action and the ability to hold the car with plenty of ‘clicks’ left.
    The high seating position generally allowed good visibility, but the high ‘face’ of the HiLux compromises over-bonnet vision.
    WINNER OR ALSO-RAN?

    The new HiLux is an impressive bit of gear, but it’s not without faults. It’s not as accomplished off-road as others here, but it is better on-road. The engines are terrific – especially the new diesel – but the driving experience is marred by lifeless-feeling steering.
    Where the HiLux really shines is in its interior comfort. It blurs the line between car and truck like no other, and not only has it caught up to, but raises the bar from the level set by the Rodeo.

    SPECS
    PETROL MODEL
    MODEL: Toyota HiLux SR5
    BODY: Four-door crew cab ute
    ENGINE: 4.0L DOHC V6. 175kW/376Nm (auto)
    TRANSMISSION: Five-speed manual
    4WD SYSTEM:
    SUSPENSION: F: Upper and lower wishbones, coil springs. R: Live axle, leaf springs.
    BRAKES: F: ventilated discs. R: drums
    WHEELS AND TYRES: 15x7in alloys. 255/70 tyres
    OFF-ROAD STATS: Entry: 30 degrees. Rear: 23 degrees. Ramp: not quoted. Clearance: 210mm. Creek: not quoted
    KERB WEIGHT: 1775kg
    TOWING CAPACITY: 2250kg (braked) 750 (unbraked)
    PRICE (RRP): $49,920 as tested
    WARRANTY: 3 yrs/100,000km

    DIESEL MODEL
    MODEL: Toyota HiLux SR diesel crew-cab
    BODY: Four-door crew cab ute
    ENGINE: 3.0L four-cylinder intercooled turbodiesel. 120kW/343Nm.
    TRANSMISSION: Four-speed automatic
    4WD SYSTEM: Part-time by lever on floor. Auto hubs
    SUSPENSION: F: Upper and lower wishbones, coil springs. R: Live axle, leaf springs.
    BRAKES: F: vented discs. R: drums
    WHEELS AND TYRES: 16x6in steel, 205 8PR tyres
    OFF-ROAD STATS: Entry: 30 degrees. Rear: 26 degrees. Ramp: not quoted. Clearance: 210mm. Creek: not quoted
    KERB WEIGHT: 1880kg
    TOWING CAPACITY: 2250kg (braked) 750kg (unbraked)
    PRICE (RRP): $43,030 as tested
    WARRANTY: 3 yrs/100,000km

    AND THE WINNER IS:
    Toyota HiLux Diesel

    With 11 vehicles, it was a long convoy but after a couple of days of testing, it was obvious to all that two vehicles rose to the top of the pile – the Rodeo and the HiLux. Both cars had fans and foes; the HiLux was praised for its on-road sophistication and performance but raised a few eyebrows for throwing in the towel earlier than the Rodeo when off-road.
    There were other points of discussion among the judges, too – the HiLux retains rear drum brakes and doesn’t include a centre-rear lap/sash seatbelt in its safety armoury. On the flipside, the Rodeo’s body isn’t as quiet and refined as the new HiLux and it doesn’t have the same vigour on-road.
    So there was plenty weighing on the minds of the testers when asked to cast their votes for vehicle and engine on the last night of the test. Just like Survivor, voting was ‘secret’ and the score was close, but when the paper slips were drawn out of the hats, the HiLux diesel picked up the most votes from the 11 testers.
    Congratulations Toyota! The HiLux diesel is our 2005 Ute of the Year.
    '16 Toyota Land Cruiser D/C v8
    '15 Toyota Hilux 3.0D4D

  2. #2
    Jonathan Burch Guest

    Default Re: NEw Isuzu beats new Yota offroad.

    nice summary on the vehicles, i suppose all these new double cabs are all the same, 1 accels here and 1 accels there.

  3. #3
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    Default Re: NEw Isuzu beats new Yota offroad.

    Yeah but they said the isuzu excels in comfort and then they go on to say it excels in the offroad too. So basically the Toyota was out done and by the sounds of the reliability on the new Toyota they might loose out there too.Toyota Double cabs have also been more capable until now with this new plastic/electronic rubbish.
    '16 Toyota Land Cruiser D/C v8
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    Default Re: NEw Isuzu beats new Yota offroad.

    I am very glad to see that Isuzu is getting stronger and stronger. I just hope that GM is taking note of this in making sure that their after market service is getting better as well.
    Willem
    http://www.4x4community.co.za/forum/image.php?type=sigpic&userid=334&dateline=12167411  73Echo 3 Trailer with all the goodies.
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    Default Re: NEw Isuzu beats new Yota offroad.

    Hi guys,

    Correct me if I'm wrong, but I see from the specs that it's still the "old" Isuzu engine. Apparently the CR Diesel are being launched in the 2nd quarter of 2007?
    André
    1998 Isuzu Frontier 280DT 4x4 - Resurrected
    Platkar (Hers) Ford Figo 1.4TDCi

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    Default Re: NEw Isuzu beats new Yota offroad.

    Johan, I think so, dont know what the specs are but apparently they making a 2.5TDi instead of the 2.5D and they reckon that one is even quicker than the 300tdi so its going to be interesting to see what the top diesel engine will be. We will also be getting a club cab range.
    '16 Toyota Land Cruiser D/C v8
    '15 Toyota Hilux 3.0D4D

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    Default Re: NEw Isuzu beats new Yota offroad.

    Thanks for the reply Bryan, but I'm not Johan (His login name is 280DT

    I've heard that the new CR Diesel will put out in the region of about 130 - 140 kw, which will be quite impressive. The question will be for how long though until one of the other makes exceed those figures again.

    André
    André
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    Default Re: NEw Isuzu beats new Yota offroad.

    OOps!! They all going to push each other more and more. Look at the petrol engines in bakkies now days. pushing 180-200kw. Imagine a 140kw isuzu diesel + dastek chip = 160kw most likely.
    '16 Toyota Land Cruiser D/C v8
    '15 Toyota Hilux 3.0D4D

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    Default Re: NEw Isuzu beats new Yota offroad.

    That would quite be something to behold. Pity that SA is lagging insofar new engine technology is concerned as this engine is already available in the overseas markets if I'm not mistaken. What surprises me the most is the fact that Isuzu is only bringing out their "clubcab" version next year.
    André
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    Default Re: NEw Isuzu beats new Yota offroad.

    What also suprising is that only Colt and Ford have had club cabs out and I am sure they have made a killing on them while the others sit and watch.
    '16 Toyota Land Cruiser D/C v8
    '15 Toyota Hilux 3.0D4D

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    Default Re: NEw Isuzu beats new Yota offroad.

    Jy noem nou iets waaroor ek nou die dag met iemand gesels...hoekom maak almal al teen die tyd nie "club" cabs om nou Mitsubishi se naam te gebruik...
    Gewoonlik bring 'n vervaardiger iets nuuts uit, en nie 'n jaar later nie het almal dit in hul nuwe modele of dit verbeter...

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    Default Re: NEw Isuzu beats new Yota offroad.

    Ek stem heeltemal saam met jou Pieter. Nou is dit nog net Toyota wat op die "Clubcab" bandwagon moet spring.
    André
    1998 Isuzu Frontier 280DT 4x4 - Resurrected
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    Default Re: NEw Isuzu beats new Yota offroad.

    A buddy of mine works at GM. GM told him that there isn't a market for a "clubcab". I've still got on of the original brochures from Australia. The "clubcab" is a beaut.
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    Default Re: NEw Isuzu beats new Yota offroad.

    GM can most probably kick themselves for not having one sooner, but I do agree that the D-Max is a beaut.
    André
    1998 Isuzu Frontier 280DT 4x4 - Resurrected
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    Default Re: NEw Isuzu beats new Yota offroad.

    I think we might be in for a surprise or two at Auto Africa. Think a couple of manufacturers will be launching new products there
    [B]Johan Prinsloo

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    Default Re: NEw Isuzu beats new Yota offroad.

    JP,

    Jy moet ons op hoogte hou as jy kan. Sal nogal interesant wees om te sien waarmee hulle gaan vorendag kom. Wanneer is die Auto Africa gedoente?
    André
    1998 Isuzu Frontier 280DT 4x4 - Resurrected
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    Default Re: NEw Isuzu beats new Yota offroad.

    Voor ek jou op hoogte kan hou gaan ek eers moet uitvind wie jy is
    [B]Johan Prinsloo

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    Default Re: NEw Isuzu beats new Yota offroad.

    As jy my signature onderaan vergelyk met my een op die IOC site sal jy gou weet

    Het my nickname op hierdie site verander, want die ander een wat ek het op IOC is te lank.
    André
    1998 Isuzu Frontier 280DT 4x4 - Resurrected
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    Default Re: NEw Isuzu beats new Yota offroad.

    KB280DT, ons sal kan gaan kyk as ons in die site kan in kom. Is dit net ek of is IOC af lyn af?
    Willem
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    Default Re: NEw Isuzu beats new Yota offroad.

    Eksien dat die Isuzu Alterra war glo volgende jaar hierheen kom die crd enjin in het.

    Het n 6 minute video daaroor op my PC by die werk.
    Andre Botha
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