+ Click to Enlarge HANDLING THE ROUGH STUFF: The transmission on 4x4 versions of the new Isuzu KB feature on-the-fly, push-button engagement of the transfer box and a rear differential lock. Pictures: DAVE ABRAHAMS

June 26, 2004
By Dave Abrahams

Isuzu's slogan for its fifth generation of KB one-tonners is "Go big" – and they certainly have. This latest version of the long-running series of bakkies, launched this week at a tent camp deep in the Namib Desert, is bigger in every dimension than its predecessor.

And they have power and interior upgrades to match.

Isuzu has long been a leader in the field of diesel motors and for this model there's a choice of two; the 2.5-litre compensated (a low-pressure turbo for high-altitude running), four-cylinder, direct injection is carried over from the previous model with new dual stage injectors giving a two kiloWatt increase in power to 58kW at 3800rpm.

Peak torque is 170Nm, delivered from 1800rpm.

The three-litre TDi turbocharged and intercooled motor has been more extensively revised. It's even tailored to either the manual or automatic transmission with the automatic version getting slightly more torque to compensate for torque converter losses.

One important change is that the intercooler has been moved to right behind the grille, where it's a lot more efficient – if a little more vulnerable to the sticks and stones of a working vehicle's life.

Maximum power is 96kW at 3800rpm for both versions; peak torque is 280Nm at 2000rpm for the five-speed manual and 294Nm for the automatic at the same engine speed.

The petrol motors start with two-litre, four-cylinder that is unique for the SA market. It's derived from the base model of the previous range but now has multipoint fuel-injection and a new management system.

Its compression ratio has been increased to 9.2:1 to lift power by eight kiloWatts to 88kW at 5400rpm and torque has been improved to 174Nm at 3200rpm – with 70 percent of that available from 1200 and 6000rpm.

The 2.4-litre HEC engine is entirely new and replaces the previous 2.2-litre unit. It has multipoint fuel injection and a revised Delphi engine management system to generate 94kW at 4800rpm instead of the 85kW of the 2.2.

Peak torque is up from 190 to 207Nm at 3200rpm.

The big gun of the petrol range is a 3.5-litre V6 that replaces the previous 3.2. It's an all-alloy, quad-cam, quad-valve design fed by multipoint fuel injection and fired by "stick" coils.

Isuzu claims 147kW at 5400rpm and 280Nm at 3000 rpm and says 80 percent of that is available from 1000rpm.

Considering the sports-car specification of the motor, that seems unlikely - and experience bears me out. While trying for maximum acceleration on the runway of Aranjis airfield during the launch the V6 I found the motor distinctly lazy below about 2800rpm - it did its best work between three and five.

Nevertheless, given the necessary revs, it's an impressive motor that's capable of laying some impressive (and expensive!) black stripes on the runway.

The standard transmission for all fifth-generation KB's is a five-speed gearbox chosen for its large-diameter roller bearings and robust cogs. It's firm and positive in operation with a short, slightly notchy, throw that makes it ideal for a vehicle on which certain, rather than ultra-fast, gear changes are vital.

Only on the three-litre TDi double cab is available with a four-speed auto box. It's a new design with a "gradient logic" feature that holds third on long hills to prevent hunting as well as on descents when the brakes are on.

The 4x4 versions no longer have a second gear lever; instead there are buttons on the fascia for 2H, 4H and 4L and another to invoke a pneumatically-operated rear diff lock, optional on the base models but standard on LX and LE derivatives.

You can go from two-wheel to four-wheel drive "on the fly" at up to 100km/h but must stop to engage low-range.

You can even engage the diff lock at up to 60km/h as long as both rear wheels are turning at the same speed.

The 4x4 test layout held few terrors other than some intimidatingly steep slopes that the 3.0 TDi I was driving treated with contempt. It growled up a slope I couldn't stand on in second while the "crawler gear" providing enough engine braking that I didn't need brakes on even the steepest downhill.

All models of the fifth-generation KB have power-assisted rack-and-pinion steering.

The front disc brakes how have two-piston callipers and the rear drums have grown from 254mm to 295mm in diameter. A tandem master vacuum cylinder replaces the single unit used before and anti-lock brakes are now fitted to LX models.

Bigger chassis

The fifth-generation KB has a longer wheelbase and wider track than the vehicle it replaces. This, along with shorter front and rear overhangs, translates into more legroom, specially for rear passengers in the double-cabs, while cabin width has been increased by 35mm on base models and a generous 90mm on the high-ride LE and LX.

The doors also open wider than on the previous model, including the rear pair on the double-cabs – which have more foot and ankle room.

The new KB's are built on a stiffer ladder chassis; the stress-point reinforcing pieces have been beefed up and the sheet thickness of the bonnet, doors and load box walls has been increased. This makes the doors in particular stiffer with that solid upmarket "thunk" as they shut.

Bigger stance

The chunky styling continues the "bigger is better" theme, with large multi-reflector headlights behind one-piece clear polycarbonate covers. The front-end treatment is dominated by a big honeycomb grille; its large area ensures adequate cooling and model identity is provided with chrome for LX derivatives, body colour on the LE series and plain grey on the base models.

The double-cab load box has deeper sidewalls and a smoother exterior. It also has a central tailgate catch and no external rope hooks, since most double-cab models are fitted with a canopy.

LE and LX have a locally developed rollover protection bar finished in silver powder-coating.

Most single-cab KB's wind up working for a living so their load boxes come with rope hooks and side-mounted tailgate latches. Both versions now have four tailgate hinges instead of the previous three.

Interior comfort

The extra space in the cab of the new KB means better comfort; even the brake and clutch pedals are bigger and stronger. The locally designed seats have hard-wearing vinyl upholstery on the base models and cloth on the LE and LX derivatives – which also have height adjustment on the driver's seat.

There's improved in-cab storage, with pockets (incorporating cup-holders!) in the doors, two more round holes in the centre floor console and a centre console with a storage box in LE and LX models.

Cab ventilation and air-flow have been improved with better ducting and increased fan capacity while air-conditioned models also get a pollen filter and more logical controls.

All LE and LX versions come with a radio/CD; a CD stacker is an option that can be mounted at the bottom of the centre console and looks like a second radio until you flip down the fascia.

The LX and double-cabs have remote-controlled central locking, driver and front passenger crash bags and every seat has a three-point seat belt (including three in the back of the double cab). There are side impact beams and reinforced sills in all the doors.

Model range

Six petrol variants are available now but the entry-level two-litre version will only be ready in November

The range starts with the 240i Fleetside, which has vinyl upholstery, 245/75R15 tyres on steel rims and is pre-wired for antenna and radio speakers.

The three 240i LE versions are the single cab 4x2, double-cab 4x2 and single-cab 4x4 and come with cloth upholstery, carpets, adjustable steering column, grey body and wheel-arch mouldings, a sliding rear window and alloy rims with 245/75R15 tyres on the double cab.

The V6 double-cab LX adds ABS, 16" alloy rims and a bull bar.

The diesel begins with the 250c that has coil sprung in front with vinyl upholstery and steel wheels.

The LE models (single cab, double cab and 4x4) have the same motor in the wider, high-rise chassis with torsion bar front suspension, cloth trim and carpets.

The three-litre diesel is offered in six models from the Fleetside with steel wheels and vinyl seats through the 4x4 LE (cloth seats, carpets) and the single cab LX with ABS and 16" alloy rims to three-litre double-cabs that include manual, automatic and 4x4 versions.

Service intervals on the diesels have been extended to 20 000km with 10 000km oil changes. The petrol motors need servicing and fresh oil every 15 000km.

All Isuzu KB bakkies come with three-year or 100 000km warranty and a three-year anti-corrosion warranty.

2004 Isuzu KB prices

Petrol engines

KB 240i lwb Fleetside – R147 950
KB 240i lwb LE – R158 916
KB 240i lwb LE a/c – R165 756
KB 240i 4x4 LE – R205 371
KB 240i Double Cab LE – R214 605

KB 350i V6 Double Cab LX – R249 329

Diesel engines

KB 250c lwb – R152 578
KB 250c lwb LE – R169 073
KB 250c lwb LE a/c – R175 913
KB 250c 4x4 LE – R224 745
KB 250c Double Cab LE – R219 108

KB 300 TDi lwb Fleetside – R175 765
KB 300 TDi lwb Fleetside a/c – R182 605
KB 300 TDi lwb LX – R215 655
KB 300 TDi 4x4 LE – R240 631
KB 300 TDi 4x4 LE a/c – R247 471
KB 300 TDi Double Cab LX – R264 662
KB 300 TDi Double Cab LX a/t – R272 460
KB 300 TDi Double Cab 4x4 LX – R323 133

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