G&R NEWS October 2015

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NEWS Huntingwood

Dealer Licence No: 13965 MVRL No: 29259

The Truck People

OCTOBER 2015

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NEWS Welcome to the October issue of G&R News.

In this issue we profile the latest advances made in matching Eaton UltraShift PLUS transmission technology with the 13-litre, PACCAR MX engine of Kenworth’s T-Series models. If you’ve not yet enjoyed the driving experience and the smoothness of this engine and transmission combination just give us a call and we can organise it for you.

Isuzu Trucks’ latest N-Series range features 46 different models with GVMs ranging from 4.5 to 8.7 tonnes. All variants now feature a new interior update and performance upgrades plus significant advances in active and passive safety systems such as the standard inclusion of Isuzu Electronic Stability Control (IESC).

DAF Trucks’ New LF model is getting a great reputation and with three GVM ratings of 12,16 and 18 tonnes it offers all the sophistication expected from a European manufacturer. With a ZF AS-Tronic six-speed AMT and a willing Euro 5 rated 6.7-litre engine it’s a delight to drive and comes with all the attributes expected from this premium PACCAR brand.

For the small load shifter we profile the Isuzu D-Max Ute as a two-door, single-cab workhorse. While many of its competitors are downsizing engines to 2.3 and 2.4 litres, the 3.0-litre, four-cylinder diesel standard across the Isuzu Ute and MU-X range ensures you have the strength and performance to get the job done.

Congratulations to Eddy Galea, the proud owner of the K200 Kenworth and our featured operator for this issue. His approach to business is to provide the best levels of service available, and we are proud to help him achieve his goals.

All too soon we will be heading into Christmas and on behalf of all our team at Huntingwood may I wish you and your families a safe and happy break for the festive period.

We will be on hand to provide whatever level of service and support you need and we look forward to working closely with you in the months ahead.

Kind regards,

Gary Melrose 2

- Dealer Principal

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FOR

Eddy Galea, driving a Kenworth was always a dream. Having started in transport driving medium rigids in paper recycling, Eddy and his wife Melissa finally realised their dream with the purchase of a used Kenworth K104 model bodied as a rigid tipper and operated with a dog trailer.

“The K104 was originally powered by a Cummins N14 and I bought a replacement N14 Plus engine rated at 525 hp. We rebuilt the gearbox, worked on its appearance and it soon started to be looking up to the mark,” said Eddy.

After three years of working in the tipper industry, Eddy and Melissa, who, as a trained accountant, is the perfect match for Eddy’s driving ability and work ethic, decided to add a second truck to their fleet.

With Melissa handling all the accounts and day-to-day business requirements, this husband and wife team did the sums and ordered a brand-new Kenworth K200.

“I bought the new truck through Bill Anderson of Gilbert & Roach, and he was a huge help assisting us with the right specification for our type of work,” said Eddy.

CLEAN LIVING With a 4700 mm wheelbase, the new K200 is powered by a Cummins ISXe5 producing 580 hp and matched to an Eaton Fuller Roadranger RTLO22918B manual transmission. With a Meritor RPL greaseless driveline, the spec’ includes a Meritor MFS73 front axle on parabolic springs, Meritor RT46-160GP drive axles with cross axle locks to both axles, a 4.3:1 diff ratio, and running on Airglide 460 full air suspension, Bridgestone tyres and Alcoa Dura-Bright alloy rims.

Finished in a sparkling silver metallic paint treatment, the cab features a 2.3 m flat roof on which is mounted a Red Dot condenser. The K200 also features the PACCAR EBSS1 electronic braking system, with one 450-litre fuel tank and one split 270-litre fuel/180-litre hydraulic oil tank.

“Kenworth invited Melissa and I to fly to Melbourne at their expense and collect the new truck from the end of the production line. We were taken on a tour of the factory and it was a really impressive day,” said Eddy.

“We collected the truck just before Christmas last year and drove it to Sydney together, ready for some final work to be completed at Gilbert & Roach. When that was finished we then took it to A&I Fabrication and Auto Electrical at Wetherill Park for customising, with LED lights, the front bar work, electrical items such as CB radio installation, visor work and wraps plus eight-inch exhausts. We also had the tanks painted the same colour as the body. These look really smart and don’t require polishing as we would with alloy tanks.

“Choosing Sloanebuilt for the truck bodywork and the dog trailer was the best thing I ever did,” said Eddy. “Tim and the team could not have been more helpful and gave me a lot assistance in the final specification. I stayed with standard weights and did not want to move into the requirements of PBS at this stage,” said Eddy.

The truck and trailer combination holds a maximum payload of 31.5 tonnes with a GCM of 48.5 tonnes.

The trailer features EBS (electronic braking systems) with ABS (anti-lock brakes), matching the EBSS1 system of the K200. Both the truck and trailer are running with drum brakes, with the trailer using Hendrickson INTRAAX suspension with a lifting front axle on the tandem. All the LED marker lights and taillights are by Hella.

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SURPRISE MENC TRANSPORT CELEBRATES WITH A NEW KENWORTH K200 GILBERT & ROACH OCTOBER 2015

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SMOOTH SHIFTER

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he intervening years between the first AutoShifts and the latest UltraShift PLUS have resulted in an amazing transformation of performance, efficiency and drivability.

Gone is the occasional hesitancy between shifts, replaced by smooth shift patterns and an almost uncanny ability of the engine and transmission to predict and engage the right ratio for any situation. And, as a byproduct, there’s every likelihood you’ll be extending your clutch life as well.

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For the PACCAR brand of Kenworth, future driveline options are becoming focused on the PACCAR MX-13-litre, with the flexibility of larger capacity engines being handled

by Cummins.

The introduction of the PACCAR MX-13-litre engine in Kenworth T-Series products is a great example of how fast the powertrain development has moved in terms of engineering. The development team responsible for improving and perfecting the match between engine and transmission has a much broader background in experience than simply being able to select a bunch of different sized cogs and package them in a gearbox.

CLEAN LIVING

The partnership of Kenworth and Eaton makes for a strong duo thanks to the latest upgrades to the UltraShift PLUS The ECU performs the calculation for the grade of the road and the weight of the vehicle, and it was the further refinement of the ECU protocols that developed new shift points for the Australian market in the MX configuration. The aim of the programme development is to improve the ratio skipshifting performance of the transmission, and it does so based on its availability with the optional RTLO-18918A version of the Roadranger, rather than the 18918B model.

Sam Abulughod is typical of the new breed of engineers working in the Australian market. As a systems engineer with Eaton Vehicle group, Sam’s background was based in mechatronics, the implementation of robotics in engineering applications. It’s a long way from being on the spanners or twisting a few wires together.

“The ratio spread for the first two gears in the “A” box is 12.9 and 10.41, versus the “B” box of 14.1 and 12.29:1,” said Sam. “That allows us to have a 2nd gear start with a 2nd-3rd gear step of 18 percent, after which it skip-shifts better than in a B-ratio, which has a 2nd-3rd gear step of 44 percent,” added Sam.

Sam and his boss, Graeme Weston, have been instrumental in developing the latest shift protocol for the 18-speed Roadranger UltraShift PLUS transmissions matched to the Kenworth T-Series.

“By starting in 2nd gear, and with skip-shifting, we get a better launch performance off from rest and better acceleration as it skip-shifts through the gearbox.

This choice also extends clutch life.

A comprehensive test and development programme over 18 months has resulted in Eaton releasing a completely new and more refined computerised shift programme that can be uploaded into any existing UltraShift PLUS transmission coupled to a PACCAR MX-13 engine.

“The ECU is constantly assessing the grade and throttle position to choose the best skip-shift options.

It also measures the turning offsets of the steering angle, and by doing so it prevents a skip-shift occurring when negotiating a corner. Holding a ratio during the turn then ensures the best engine performance through the corner.

G&R News was invited to evaluate the new programme, and we did so in the company of Eaton’s Sam Abulughod and Jon Penrose, PACCAR’s MX-13 technical specialist.

Our test bed for the day was a Kenworth T409 6x4 prime mover powered by a PACCAR MX-13-litre producing 510 hp and with 1850 lb-ft of torque. This was coupled to a tri-axle curtainsider carrying concrete blocks as a test weight to gross out at 40 tonnes.

As a bit of background to the development of the UltraShift PLUS, Eaton has taken the basic RTLO-18918A 18-speed transmission and added components such as an Electrical Clutch Actuator (ECA), an XY Shifter for gear selection and an Electronic Control Unit (ECU) that controls all aspects of the transmission.

“We wanted to use a mix of performance and economy.

We can do that through having grade-based shift files.

It’s about understanding how the engine likes to spend time between 1000 and 1400 rpm, and keeping the shift point in the most fuel-efficient zone. The MX engine loves to spend its time where the peak horsepower and peak torque meet, right at 1400 rpm, and every downshift on a hill goes through this zone.

“When the transmission is upshifting at full throttle in the first few gears we rev from 1675-1800 rpm. If you are at full throttle you want to keep going, so we skip-shift in the lower part of the box to get it moving. Then we reduce the skip-shifting as you get higher in the box.

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Jon Penrose, PACCAR’s resident MX 13 engine technical specialist.

“It’s all a question of making the engine performance more flexible. If the engine is at 1400 rpm and skip-shifts, you land at about 1100 rpm, and can still pull this weight on level ground at light throttle. When launching downhill, I’ve seen it skip-shift five ratios from 2nd to 7th just to get the truck going.

This would be followed by 12th – 14th – 16th, whereas on the flat it would go 14th – 15th – 16th individually,” said Sam. G&R News headed out on the road and found that the driver interested in making a difference can use the technology by varying throttle pedal pressure to promote gear shifts, both up and down through the box. It’s no longer necessary to play with the manual over-ride controls, as the system is so intuitive. The steering-wheel controls for the exhaust brake enable the driver to change the downshift rpm sets and to maximise the additional retardation available. Similarly, upshifting from a launch in 2nd gear depends on throttle pedal pressure, as it selects whether to skip-shift or take ratios on a one-by-one basis.

Our drive evaluation was completed around the road network to the northeast of Melbourne, and on a light downhill grade it’s not uncommon to see a skip-shift of up to five ratios completed in a split second. In normal driving the combination seems happiest with skip-shifting two ratios at a time, but the outcome is sure to be noticeable in three ways – first, by the reduction in driver fatigue; secondly, by the reduction in driveline stress; and, thirdly, by an improvement in fuel economy.

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Sam from Eaton used the expression that the new shift programme would “change your mind about changing gears”. Eaton has a lot to show for all the hard work, and, as the company upgrades existing transmissions already in service, it’s not going to be a well-kept secret for much longer. In simple terms, it’s very impressive.

There is another part to this story, which also involves some Australian engineering that leads the way.

The recent introduction of the PACCAR MX-13 engine under the bonnets of Kenworth trucks was not as simple as it may seem.

The integration goes well beyond electronics. The gear ratios have been optimised to suit the MX-13, delivering improved launch characteristics with the bonus of reduced clutch wear.

The use of slightly taller ratios in the bottom end of the gearbox also allows for better skip-shifting while still keeping engine rpm in the sweet spot for horsepower and torque. This in turn contributes to good fuel economy, something every operator is seeking, while still giving the feeling that the engine is performing.

Gear shift points, and the actual gear chosen, are determined by a combination of factors. These include the grade on which the vehicle is operating, the weight of the combination (as determined by the Eaton ECU) and, most importantly, throttle position. The transmission is programmed with grade-based shift files, and will make more aggressive changes on steeper climbs while skipshifting on level ground.

CLEAN LIVING

Andrew Mills, PACCAR marketing brand specialist for Kenworth.

This programme also has different parameters for various stages of shifting, with the lower range gears working higher in the rev range to maximise horsepower, while the higher gears utilise the lower rpm torque band to maintain momentum. The MX also benefits from a turning offset programme, which restricts skip-shifting during turning manoeuvres. This eliminates the chances of finding the truck in the wrong gear half way around a corner – another shortcoming of early model AMTs. After only a short while on the road it was obvious that there had been a lot of work put into this programme. The shift quality was seriously smooth, with the Roadranger skip-shifting flawlessly, and the MX-13 providing plenty of power to get the single-trailer combination motivated.

Sam Abulughod, systems engineer with Eaton Vehicle Group.

The market for 13-litre engines between 424 hp and 524 hp is a big one, considering it takes in single-trailer, B-double, truck and dog combinations and vocational units.

It is also a market that sees 85 percent of new units sold being fitted with AMT transmissions, which may explain why Kenworth has invested so heavily in the MX-13 and Eaton UltraShift PLUS combination and has cemented its position as a genuine contender for this segment.

Not only have the engineers from Eaton and Kenworth achieved what they set out to do, they have shown the rest of the world how it’s done.

From a standstill, the combination worked well on a 5% grade, providing fast, smooth and accurate gear changes without over revving the engine. On the downhill side, with only a light foot on the accelerator, at one stage the transmission jumped four gears. The shift from 4th to 8th seemed like a big one, but with gravity doing its thing and plenty of torque on tap at low revs there was no need for a gear in between.

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THE NEW

DAF LF

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aving displayed the new DAF LF range at the Brisbane Truck Show this year it was exciting for Gilbert & Roach at Huntingwood to be able to evaluate the latest model on our home ground as part of the manufacturer’s early launch programme.

Despite weather conditions that were at best described as being damp, misty and basically horrible, the opportunity of being able to drive the latest version of the new DAF LF, complete with test load, was a great experience.

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Accompanied by Rob Griffin, DAF General Manager, we were keen to trial the brand new 280 hp DAF LF. In all its orange glory, this was a 4x2 rigid with a 6,250 mm wheelbase and fitted with a 12-pallet curtainsider body.

The weighbridge ticket showed the gross weight of 14.64 tonnes was not too far off the maximum GVM of 18 tonnes, and with 6.10 tonnes over the steer and 8.54 tonnes over the drive everything was already nicely sorted and tied down.

CLEAN LIVING Thanks to the heated elements in the ISRI seat I warmed up almost faster than the 6.7-litre, six-cylinder Euro 5 emissions rated engine, and, with a highly efficient heater/ demister system, the windscreen, side windows and mirrors cleared of mist and stayed that way throughout the day.

The cab for the New LF is actually shared with a Renault product, although the cabs for the CF and premium XF models are purely DAF by origin.

It’s called the New LF because of the cabin upgrades with the upgraded frontal styling and a more modern look. The chassis is also slightly different but apparently retains the same ease of fitment for bodybuilders.

DAF has optimised placement of components such as air reservoirs and electronic brake control systems, now positioned on the inside of the chassis rails, creating more space on the outer side of the rails for toolboxes and spare wheel fitment.

The cab seat and its relationship to the dashboard controls, dials and switchgear is excellent, showing that this new cab transplant is not just cosmetic. In the small sleeper-cab unit I was driving there are three storage bins across the back of the cab, deeper on the two outer bins than the centre bin that copes with the engine tunnel.

There are also two coat hooks, just above where the sleeper bunk mattress secures when it is folded upright, flush against the back wall.

Across the top of the windscreen are more storage bins, plus there’s a dug out area in the centre of the dash to take clipboards or docket books to prevent them moving about.

The steering wheel has audio and controls, buttons for cruise control and engine braking, meaning that everything can be controlled while your hands stay on the wheel.

The New LF comes in three GVM ratings of 12, 16 and 18 tonnes, all powered by the same capacity 6.7-litre engine, but in two ratings, 250 hp and 286 hp (184 kW and 210 kW), and with matching torque outputs of 950 Nm and1,020 Nm, both rated from 1,200 rpm output engine.

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GILBERT & ROACH Like its sibling, it achieves Euro 5 emissions matching through the use of SCR (Selective Catalytic Reduction) requiring a weekly top up of AdBlue/DEF. Matched to either engine is a choice of a ZF six-speed AS-Tronic AMT (Automated Manual Transmission) or a nine-speed manual, again by ZF.

There’s little more to mention about the ZF-AS Tronic that hasn’t already been clearly stated. This six-speed unit promotes quick and easy gear changes, enabling the driver to maintain traffic flow with little effort. Switch on the exhaust brake switch, and downhill descents take the engine rpm upwards and assist in retardation.

With a full load on board, full fuel tanks and a clear day ahead of us, we headed out from Gilbert & Roach’s Huntingwood, Sydney, service and sales centre towards the Blue Mountains.

With a turnaround destination of Springwood in the Blue Mountains, the descent back into Sydney was accomplished with the exhaust brake holding the descent speed at 60 km/h on the appropriate sections of the highway. Apart from very occasional service brake application it held the truck at a safe descent speed, without generating intrusive engine noise, even at close to full payload.

There’s a certain satisfaction of heading west as you watch all the morning commuters heading east on the other side of the median strip, and I soon became accustomed to the ride, handling and feel of this mid-range Dutchman.

Good is not a big enough word to describe how refined and lovely to drive this DAF has become. With really low interior cabin noise, little wind noise coming off the mirrors and a very comfortable ride, this really is a truck you’d be happy to spend your day or week in as you deliver goods around the state.

The road feel through the wheel keeps you connected to what’s happening under the truck, but the steering is light and doesn’t show any signs of shudder or kickback.

Manoeuvrability is also excellent, with a steering wheel cut of 50 degrees on the 18-tonner and an even greater 53 degrees on the lighter GVM models that really give a tight turning circle.

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Standard safety features include front and rear ventilated disc brakes, Electronic Braking System (EBS), Anti-lock Braking System (ABS), Anti-Slip Control (ASR), Hill Start Aid (only with the AS-Tronic transmission) and front under-run protection (FUPS). A driver’s airbag and seatbelt pre-tensioners are available as an option.

The front suspension uses parabolic leaf springs, with a front axle rated at 7500 kg. The rear axle rating is 11,500 kg, while at the back there’s a DAF four-airbag setup with ECAS (Electronically Controlled Air Suspension) to raise or lower the deck height to match different loading docks. The 18-tonner runs on 295/80R22.5 tyres.

CLEAN LIVING

The new DAF LF sets new levels of driver comfort and reduced fatigue for the medium-duty distribution sector. The ZF AMT is yet another reason to consider placing these new models in your fleet.

The DAF we test drove included what the manufacturer calls the Driver Performance Assistant (DPA). This is an electronic assessment system that monitors the performance of the driver and provides polite comment on how smoothly or fuel efficiently the driver and the vehicle are performing. Linked to an on-board trip computer and vehicle monitoring system, it passes the time on the highway for the driver to challenge his or her own performance on the day.

It may sound a little pointless, but in reality it’s interesting to use and in the end should provide a noticeable return in fuel saving.

Fuel economy, thanks to the DPA readout, came in at 3.9 km/litre for a route that has long climbs up into the Blue Mountains amidst constant traffic flows.

If you are looking to justify a step up in quality, comfort and safety, take into account the service schedules of 40,000 km for a reduction in Total Cost of Operation and you’ve got a very compelling case to look closely at the new DAF range.

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UP THE SAFETY

ISUZU TRUCKS AUSTRALIA ADDS A SUITE OF SAFETY FEATURES TO ITS N SERIES RANGE he world of road transport has changed dramatically over the last ten years. The rise of internet-based buying has changed the way we do business, with a large percentage of products now being delivered to the buyer’s door, replacing the situation where customers had previously visited a store and carried goods home themselves.

While reducing the sometimes annoying task for a buyer of having to haul their goods back home, this new way of doing business has led to a sharp increase in the number of light trucks on our roads, with light truck registrations increasing by 22 percent since 2009. Also leading to the increase in light truck popularity is the growing popularity of being able to drive a small truck, with all the benefits of strength and payload, on a car licence.

The Isuzu N Series range fits into this expanding market very nicely. With 46 different models in the range, and GVM ratings from 4.5-tonne to 8.7-tonne, the N Series has a lot to offer.

The N Series first came to Australia in 1972, and has held the title of the best-selling light truck on our shores for 26 years – no mean feat given the quality of competition from many other brands.

Among the different specifications available from the dealership are a range of factoryfitted tippers, crew-cab options and 4x4 trucks. With such a large number of models in the range, it’s no surprise that the N Series accounts for over 30 percent of Isuzu sales worldwide, with these capable models cracking even the toughest markets, including North America, where bonneted trucks have long been the industry standard.

Seating capacity has been increased to 130 kg.

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CLEAN LIVING Those who attended the Brisbane Truck Show earlier in the year would have noticed the new N Series on display on the Isuzu stand. While the external design changes are only minor, it is what lies beneath the skin that sets the new N Series apart from its predecessor.

The exterior changes include new front-end treatment, with many models now sporting a chrome grille, while others are painted to match the body colour. NPR and NQR models now also come fitted with fog lamps as standard, with the exception of tipper models. New badging and model designations complete the external upgrade, meaning the new N Series retains the distinctive Isuzu look while still moving with the times.

All new models have had an interior update, with new seat fabrics and a new steering wheel design. NPR and NQR models also get a new driver’s suspension seat, which is designed for drivers weighing up to 130 kg.

Selected models now also come with automatic climate control, and this, combined with the touchscreen audio and Sat Nav unit, gives the N Series a real boost in driver appeal.

The biggest bonus for new N Series buyers comes in the safety and performance upgrades across the range. All new NLR, NNR and NPR models now come standard with Isuzu Electronic Stability Control (IESC), which controls engine torque and braking to maintain vehicle stability in hazardous situations. While the NLR and NNR models retain the same 3.0-litre engine, which produces 110 kW (150 hp) and 375 Nm of torque, the transmission ratios have been altered to provide smoother shifting and smaller ratio gaps between second and third gears. NPR and NQR models are now powered by a 5.2-litre engine that delivers 140 kW (190 hp) and 513 Nm of torque, a power increase of up to 22 percent over previous models.

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While all of these numbers and acronyms look good on the page, the only real way to know if they mean anything is to go out and drive the trucks, and experience the difference in the real world. On a recent Isuzu drive day I did just that. Over the course of the day I drove six different N Series models ranging from the NLR 45/150 (4.5-tonne GVM/150 hp) to the NPR 75/190 (7.5-tonne GVM/190 hp), all loaded to around 80 percent of their respective GVM. The drive route took us from Derrimut, in Melbourne’s west, to Ballarat via Werribee, Bacchus Marsh and Daylesford. While this may seem like a long way around to get there, the route took in all types of driving conditions that these trucks would be expected to face every day.

Starting out in the industrial environment, through urban traffic, country highways, freeways and single lane back roads, it was a great way to experience the N Series in all environments. Just to add to the experience, the weather turned throughout the day to provide a wide range of conditions, from sunny in the morning to cold and rainy on arrival at Ballarat.

Starting out in the NPR 65/190 manual, the drive through the industrial zone was a simple affair. The updated transmission is a piece of cake to operate, with quick, smooth shifts and easy to find gates. The power of the 5.2-litre engine was more than enough to keep up with the traffic, without needing to wring its neck.

Noise levels inside the cab made for easy conversation while the suspended seat made the ride quality better than I had expected. Light trucks have a tendency to suffer from front-end bounce when loaded, but there was no sign of this from the NPR. Vision from the driver’s seat was excellent, with the low-set dash and large windscreen providing a great unobstructed view out the front. Narrow A-pillars also mean a good line of sight out either side, while big mirrors made it easy to keep track of what was happening down either side and further behind.

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The smaller NLR and NNR models were both 45/150 (4.5-tonne GVM/150 hp) variants, making them legal to drive on a standard car licence. These little trucks really shone in the urban traffic, with their smaller stature giving them great manoeuvrability, and plenty of power when it was time to go.

It was interesting to see how a truck could be so at home in heavy traffic and still be comfortable on the freeway only minutes later. I drove the AMT version up the Pentland hills, a long climb just west of Bacchus Marsh, and only after reaching the top realised it had been in economy mode all the way up. This is a testament to the power and driveability of a truck that is primarily designed as an around-town workhorse.

CLEAN LIVING The NPR 45/155 (4.5-tonne GVM/155 hp) offers a slightly bigger truck than the NLR/NNR models, but again provides for those who don’t hold a light truck licence. With the same cab and features as the NPR 75/190, this is really a scaled down version to appeal to this car licence market. Fitted with an AMT, this really is a light truck that anyone can drive.

While these trucks are ideal for the inner city and urban delivery task, their flexibility also opens up new opportunities in the traditional ute buyer’s market. While they don’t necessarily offer the afterhours family friendly convenience of a ute, the extra carrying and towing capacity of a light truck does offer benefits to tradies and small businesses.

The various cab and body types available offer a real alternative to the big name utes, in a vehicle that can still be parked in the driveway without knocking over the letterbox or upsetting the neighbours. Just one word of warning though, parking an Isuzu in your driveway may lead to your weekends becoming very busy helping your “friends”.

The Isuzu team players out on the highway, with a brighter, new look and higher safety levels.

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simple

ability

ISUZU UTE OFFERS THE CHOICE OF THE BASE MODEL D-MAX SX OR OPTIONING UP TO THE TOP OF THE LINE LS-T

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t

his is almost a battle between the site supervisor’s wannabe workhorse and the sparky’s genuine toiler – Isuzu’s D-Max from both ends of the spectrum.

In one corner, tipping the scales at a lean $27,400, is the D-Max-two-door cab/chassis workhorse, sporting the same five-speed automatic and 3-litre turbodiesel that powers its siblings but driving only the rear wheels.

This is sibling rivalry at its most amusing, whereby the other contender in the facing corner is the 256 mm longer, 15 mm taller top-spec dual-cab LS-T, wearing a $50,800 pricetag (or $53,000 with the five-speed auto).

CLEAN LIVING UTE

It utilises the same force, but gains the ability to drive its front wheels when required.

Both have rear trays, load-loving leaf springs (though the 4x2 has heavier-duty rear springs) and a no-nonsense demeanour.

These are old-school utes that don’t try to be school run SUVs – the rugrats can be deposited by the dual-cab when required but it would rather be tearing through a muddy boghole.

Even the 4x2 doesn’t mind getting mud in its wheelarches; packing clearance of 225 mm it’s only 10 mm shy of the 4WD and gets chunkier rubber, but more on that later.

The 3.0-litre 130 kW/380 Nm turbodiesel double overhead cam 16-valve four-cylinder with five-speed auto is – aside from the number of driven wheels – shared, so the SX high-ride versus LS-T 4WD debate can focus on bums on seats, standard equipment and tray capacity.

The base-model is more frugal – 8.3 versus 8.6 litres per 100 km on the ADR lab-derived combined cycle doesn’t do the real-world gap justice.

The dual-cab drank at 10 litres per 100 km (not bad for what it is and the hard work it was doing) and the tray-top a couple of litres below that, but kerb weights of 1945 kg and 1595 kg respectively and the absence of front-wheel-drive mechanicals would more than account for the difference.

A quirk in the fuel economy read-out means flat ground is the best place to get a distance to empty reading, as a steep descent will cause the fuel tank sensors to hit the panic button.

The two-seater SX gets cruise control and Multi-Information Display (MID), air conditioning with a fine-particle pollen filter and an audio system with a largely-useless mini-USB input, halogen headlights, Bluetooth connectivity for phone and the four-speaker sound system, plus a normal pull-up handbrake.

The leather wrapped steering wheel is a welcome feature for the driver (ahead of many in class) as well as being equipped with the cruise, phone and audio controls. In addition there’s remote keyless entry, power windows and mirrors (the latter controlled by a poorly placed and laid out switch), vinyl floor covering and 16-inch steel wheels. The absence of a rear demister was annoying during the middle of winter.

There was also ample space beneath the rear tray for additional tool storage, and, while there are two gloveboxes in the cabin, there was precious little storage behind the two seats.

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GILBERT & ROACH The flagship justifies its price hike with the ability to carry five (including three integrated childseat anchor points) on leather appointed seats, projector headlights, a touchscreen satnav system with a proper USB (not the annoying mini-USB in the SX), 17-inch alloy wheels with highway biased tyres, Bluetooth phone and music link, alloy sidesteps, fog lights, a reversing camera and rear parking sensors, plus keyless entry and start (controlled by a poorly-placed button out of the driver’s view).

The shared safety list includes dual front, side and curtain airbags, stability and traction control (which says its off but is never totally so), anti-lock brakes with electronic brakeforce distribution and emergency brake assist.

The five-speed automatic transmission has a “sequential sports” mode, although it won’t hold a gear at the redline, but is smart in holding gears well for engine braking.

While it’s not a quick shifter the change is smooth.

Where the cheaper model comes into its own is when the serious work begins.

The four-door flagship has a tray with a rubber mat and a hard tonneau, but the rear tailgate doesn’t lock, so determined thieves will be faced only with work to be done on the fibreglass lid.

Access to the dual cab’s rear tray is more secure but more ungainly than the cab-chassis, which drops its sides and rear to allow easy loading and unloading, not to mention a genuine one-tonne payload. Score for the traytop.

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It’s also 2.5m long and 1.7m wide, so no need to drop the cab-chassis’ rear tailgate for a lengthy load and risk raising the ire of the local constabulary.

Serious towing sees the dual-cab claw back some favour, as it trounces the two-door’s 2.5 tonne braked towing rating with a 3.5 tonne braked towing capacity.

Both have a coil-sprung gas-damped double-wishbone front suspension and leaf springs under the rump – the cabchassis gets a heavier-duty set – but neither shirk the task of carrying a load.

CLEAN LIVING UTE Engine noise is there without being hugely intrusive, and, when loaded up and pointed to where it’s needed, for the most part it will get there.

The D-MAX is the tough, go-anywhere worker that you can always rely upon to get the job done.

A five-year 130,000km warranty, roadside assistance and three years of capped-price servicing are all part of both vehicles’ repertoire, and despite the difference in drivetrain, prices range from $260 for the first proper service at six months or 10,000 km, to $760 for the 24 months and 40,000 km.

The D-Max in either guise is one of the strongest workhorses on the LCV utility market, and what it also has on its side is an all-round useability – reasonable power and a good spread of torque (380 Nm between 1800 and 2800 rpm) directed by a smart five-speed auto.

While other makes may claim more power and torque, the Isuzu feels as though it does not have to work as hard – under-stressed in application and is more flexible.

Even sites where surfaces are slippery or boggy can be dealt with in the 4x2, albeit with more momentum required, but its higher ride height does plenty to help; perhaps the addition of a rear diff lock would be a worthy inclusion.

The 4WD model has no qualms getting off the beaten track, slipping easily into 4WD high most of the time and only sporadically getting grumpy about dropping into low range. Even on road-biased rubber at road pressures, sand and mud presented little concern.

The 4x2 would be a better proposition in a space-cab bodystyle, but, even as it sits, the SX cab/chassis is a worthwhile consideration for a workhorse as the breadth of ability offered by a dual-cab can be overestimated in these days of multitasking.

The best of both worlds would probably be the SX cab/chassis 4WD dual-cab – which at $42,100 (or $44,300 for the auto) sits neatly between these two, still offers more tray space than the dual-cab ute and is likely the best all-rounder of the Isuzu range.

GILBERT & ROACH OCTOBER 2015

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