Sorry guys - there was a mistake on screen at the 8:30 marker. The graphic is a bit misleading and mentions GVM and maximum payload (those figures are correct, but were from an earlier frame) it should have read GCM 5850kg and what we had in the tray. I didn't pick this up during the proof. For clarity the large sandbag in the vehicle earlier during the ride lap took the HiLux to GVM. Taking into account GCM there was around 150kg in the tray when the 3500kg trailer was on. You then add the balance of payload - which was my weight and fuel, along with tare trailer weight to reach GCM.
@CarExpertAus you need to test the Isuzu in a manual version. It’s a different truck to the auto. Perhaps the AMT VS MANUAL comparison, whilst I’m all for autos these days, the AMT is absolute rubbish, and the manual will absolutely dominate it in any test. Please this needs to happen
Having used Hiluxes, Cruisers and Isuzu NPS trucks for work. The Hilux is the nicest to drive to and from the job, the NPS was exceptional at actually carrying things and performing the actual job and the Cruiser was the best for Instagram photos
@@tosgem you seriously are a moron. As if the pos cruiser will outlast a npr, it's not a truck, it's a crap overpriced farm Ute. You just keep winding up the cruiser windows like the NeanderthaL that you are.
yes and I am pretty sure that with the isuzu audio GPS combo, you can set the max height of the truck. still wont help those who dont drive for a living
I'm a truckie. I mainly drive B double tankers, but I drive Isuzu Medium Rigid (MR) and Light Rigid (LR) trucks particularly on quiet days or when someone is not at work, since my role is technically a fill in driver within the company. I'll drive anything if they pay me the B double rate (which they do) - even the work ute. Firstly never load a truck like that. The load goes over the rear axle. If you put it up against the headboard then it's going to be putting the weight on the front springs and not on the rear springs. They're not designed for it and it increases the likelihood of bouncing not decrease it. The rear springs have different length leaves which oscillate at different frequencies thereby having natural damping independent of the shock absorbers, so you get good control of load forces. Front springs take some load percentage not the majority of it. The rear springs and fully floating rear axle is where the load should be concentrated. Note considerable improvement in ride quality. So it's more difficult to properly restrain the load like that - it's a fact of life. I've made clients move plate steel packs from behind the headboard to over the drive axle on heavy rigid trucks even after other stuff has gone on top of the plate packs. This goes from LR all the way up to road trains. Chain of responsibility laws empower drivers to refuse poor loads and I will make them reload if I don't like it. Your truck, your load, your responsibility. Without any hesitation I would say the Isuzu's don't have enough power when they're loaded. Of all of the automatic LR and MR trucks I've driven there was only ever 1 truck I thought had adequate power when loaded and that was a LR Fuso Fighter. Loaded up it hammered up hills and the gear ratios were well spaced to make use of the motor's torque. Downside is a very bouncy truck when lightly loaded. So bad your mobile phone will jump out of your top pocket on bumps. Your coffee in the cup holder can be very difficult to drink and if you're tall you will bang your head on the ceiling while driving. They're pretty bad. Loaded up they're above average in every aspect. I love ours so much that when they put me in it for the day I feel like I'm being paid to be on holiday LOL. In the real world those LR Isuzu autos the gear ratios are all wrong - and I would know. They have no power and it is made worse by not having enough gears for the low power so when overtaking a slow vehicle say doing 70km/h on a 100km/h road for example (rather than a synthetic hill test comparison), you drop a gear and it tops out in the RPMs forcing you to use the gear you were in but it hasn't enough power so it gets on the wrong side of the road and you can't get past. It's scary the first time. They're just hopeless. They remind me of an old EH Holden with a 2sp Powerglide that would pull out of a farm paddock on a 100km/h road and hold everybody up for the next 5 km as it wound up. Imagine towing a 2 tonne caravan with a truck like that! What I described is a real world scenario. I've probably spent hundreds of hours in various 150hp Isuzu trucks transporting pallets to our regional depot. Lightly loaded Isuzu trucks fine - like during the test drive. You buy it you have to live with the gutless POS. The other thing is without a load on any truck they are very harsh. This means they are potentially rough on whatever you're towing unless you put a couple of tonnes on the tray, which slows them even further. Think carefully. I'm sure people love their light truck tow vehicle. I'm just here telling people what I think from the standpoint of a professional driver. I'd never tow my van with one. I've got a 190kw petrol Territory AWD with a 2700kg tow hitch and a 27' 2100kg van. While not exactly powerful at least it's comfortable and has gear ratios that match the spread of power of the engine. I must say I don't like towing vans; articulated trucks are far easier to drive - true that. Ps, a cab over prime mover often has the turning circle of a medium sized front wheel drive car. Tight turning circle is a function of the wheelbase length.
Very nice summary. I would add one thing that medium/large trucks have for their advantage. A medium (DAF LF) have a tight turning circle (even a Scania R/S has nice ones) becuase they usually (they can have ofc) front driveshafts. A DAF LF can have a way tighter turning than a Hilux because the hi lux has to have front drive components. And medium trucks are designed for city use so they take full advantage of their building structure. (They sell the peterbilt/kw counterpart of the DAF LF overseas, BUT the suspension is a bit different. It has narrower track, but bigger wheels and less sophisticated and lot cheaper components. Which make them not an exact copy of daf lf, and not comparable to hilux) [i dont say the peterbilt/kw is worse, i just say it has to be cheaper and has to adapt to u.s. market, which doesnt require tight turning radius, and every road is bigger. So the u.s. version most of the time doesnt have air suspension or air cab, has bigger suspensuon but it cannot be adjusted, while in the eu/uk uu have to have adjustable air ride (not just an air dump switch like in the u..s) and smaller wheels but with wider track, so it can maneuver better, can lower under bridges, but its more expensive. So an isuzu, daf, renault medium truck 7,5-15t (ish) can have way tighter turning circle than a ute. But they lack offroad capabilites, everyday use, family car use, and a lot more. You have to choose your poison... and everyone remember. I did not offend the u.s. version/market i said its different for different use and needs
I'll agree 100% on that...All Good stuff Bruz'.....the 10/11 tonne Hino's are another pile of japanese shit. Rough as gutz, cramped drivers seat if you're over 4' 2" and disgraceful gear ratios. 1st and 2nd are okay for moving off but the ratio between every other gear is bullshit, the motor doesn't have enough power to maintain 6th gear on the highway...constantly flogged the arse out 5th gear to do 95 K's an hour.
Amen on the Isuzu AMT, possibly the shittest tranny ever for use. They categorically hate hills and take far too long to change between ratios. The only good thing I'll say is they appear to be reliable. They should just use a traditional torque converter automatic, modern trannys with lockup in every gear and accurate modulation piss all over any AMT option. The manual is a much better vehicle. An AMT truck with an engine tune might be a lot more bearable.
Most of the world is not developed or free. Most of the world is not the headquarters, origin, or controller of RUclips Company or this RUclips channel. Most of the world is not the target nor the actual audience of this video.
Last year I drove a rented Isuzu NPR box reefer truck from Alabama to Wisconsin and back. That was 2500 kilometers round trip. It was one of the most miserable experiences of my life. Jarring ride, barely able to go the speed limit unloaded with seats that made a church pew feel comfortable. This year, I did the exact same trip in my (admittedly old) 2007 Ford F250 with a reefer trailer. Total comfort for the whole trip and it actually used a good bit less diesel than the Isuzu.
Truck mechanic, i regularly have used an npr300 fully loaded (6.3t) over the years for work. You cannot carry what you need in a shitbox ute. I like driving a sedan/wagon as a daily vehicle. It's nice to have something that does the job of car well when you have a truck.
Lotta people snubbing vans for the aesthetic of a ute, where the van is actually more fit for a lot of business and trade purposes. A comparison would be great.
@@AbrahamArthemius4x4 Hilux wins, but more space capacity and keeping the stuff secure without being exposed Hiace wins. Except a Hilux with single cab 4x4 is the real winner.
Also add in a couple of the ‘American’ 1500/F150 and the F250/2500 and the testing would be far more accurate of testing ‘like-for-like’ instead of testing two completely different styles (cab-over V engine in-front of cabin) as in this video.
Want to carry and tow heavy loads, use a truck. I purchased a 3 ton boat from QLD last year and needed to trailer back to Vic. I hired an Isuzu SWB truck to tow the boat and it was a dream. Having the truck heavier than the boat made it very safe for the trip.
Normal thing in Asia we use our pick-up for that kind of purpose, but forward trucks are mostly popular when it comes to hauling anything bigger than 6ft stuff.
im a tow truck driver ive seen alot of tow companies get pickup based trucks and ive been told basically that they look good which makes the company look good, but they are so much less reliable and more expensive to operate then the medium duty hino and isuzu trucks, generally when you get further out of the city to where the smaller tow companies are you see less and less pickup based tow trucks
I love driving small trucks. Sitting over the front axel, great in the wet and on the gravel roads for sideways driving. Very practical too, especially the crew cabs.
It bought my first truck when I retired, I travel fulltime. It is the red one, real truck drivers call it a Tonka but it works for me. I tow a 3.5ton van and my possessions in the tray take it up to almost 8 tons. It is flat out at 95kph on a good day so I watch what is behind me and move out of the way when required, returns 22litres per 100k. Long hills need thought and using the gearbox to keep in the torque zone. I got the truck and van for less than a ram 2500.
This video is perfect proof that any "heavy" vehicle on our roads should come with exhaust brakes from factory. This includes the ubiquitous utes and landcruisers (or similar) you see hauling at or above their limits in work or pleasure craft inside or in tow. Alloy engines and slush boxes have made it impossible in modern rigs to safely descend decent grades. The reliance is still on supplemental wheel braking which ultimately overheats and fails. Steel engines and true exhaust brakes save lives.
@rkan2 using electric motors as generators to control the speed would have limits too. I wonder if you lose that effectiveness if you don't have a load to dump the resultant energy to, or say accompanying resistors. Similar to trains are large resistor banks for dynamic braking. Hmmm... good food for thought!
@@zoe..d Of course, if you'd want it to work optimally mostly for braking, you'd need to have a smart system for it. It'd be pretty easy to consume some 10kWh before the next downhill anywhere though.
Cool comparison. As a work vehicle, that proper truck would be the ideal purchase. Problem is, people buy HiLux's and Ranger Raptors as a way to show off. I rarely ever see them carrying anything in the tray.
I drive a truck for work and I'll say right now that I'd rather a ute. Not because it looks tough, but if after I need to do anything at short notice I can park anywhere without restrictions.
We had those NPR's in 4x4 mode and they are called bouncy trucks for a reason. I still prefer them to the other option that was a Ranger but on off road work they can be a bit back breaking.
Even on the roads - you hit some bumps on major arterial roads in a passenger car and it is noticeable but a non-event at 70-80km/h. Hit the same thing in the truck and it almost launches you out of the seat. Then you worry about your load. But they have to be stiffer because when they are loaded there's less suspension control i.e. will behave more like a marshmallow.
I tow with both and I believe no 4×4 ute should be allowed to tow more than 2 tonnes without the driver being trained and licensed to tow more, to call a hilux or equivalent a truck is just ridiculous as it's not even close to being designed as one. No doubt there will be critics out to attack my opinion but that's no surprise.
We don't call a Hilux a truck in Australia like America does but I agree that people should have some kind of training when towing heavier loads. It be safer for everyone when the driver has an oh shit moment.
@mickwolf1077 nearly everyone I listen to calls 4×4 utes a truck these days including all the different off road shows, its gives me the shits hearing it constantly.
@@daleplucknett278 the government vehicle classification doesn't differentiate between pickup trucks/utes and semi trailer trucks. They are all classified under trucks, but trucks are separated into light duty, medium duty and heavy duty. Pickups/utes are in light duty truck category.
As farmer when towing on farmily farm we use 79 Ford F100 to double axle stock trailer to move sheep. We use move bull that was hairy situation, rocking trailer, sometimes dad would use Ford Falcon but Ford F100 is safer. I have also use my 2011 D40 automatic which much easier handle when reversing full load of sheep unlike my uncle Holden Colorado manual ute, his manual would stall easy because clucth uptake.
Only hardcore, only European style vans (3.5t - Transit, Crafter, Sprinter, LDV, Daily, Master and so on), may be chassis+tray/box on their base. It adds conveniency and performance of usual car (what everybody whines about in comments) to really heavy vehicle. The cost is additional almost 1m of length for halfbonnet comparing to cabover truck, but it is still less than in ute. They can carry 1-1.5t by themselves, pull trailer 3-3.5t (and I mean really can, not only legally), be AWD, be used in dense city (I live and work in Sydney) or in rural, be equipped with all imaginable options from simple open tray or bare metal panel van to full scale camper and so on. Extremely versatile machines, but for some reason very rare here.
Most likely because they don't fit the bill too well in Australia. At least the tray vans still ride bad when no or only light load on, and leg room in the back seat of the dual cab versions is poor. And the extra length for the bonnet means a shorter tray to make it fit in the same space, and it still has a larger turning circle. And they can't carry as much as a truck. So if ride quality and rear leg room (if dual cab required, and yes, it is available on those trucks) is similar to a truck, why would you not go for the benefits of the truck? Australian cities are bigger than in Europe, so the job site is likely further away from the company yard. So you can work more efficiently if you can carry all your gear at once, eliminating the need to drive back for stuff that didn't fit or would put the vehicle over GVM. Another reason might be because those European vans aren't available. I've seen footage of Scanias as road trains. But I don't know exactly what vehicles are on offer in Australia.
@@joffreyverbeeck1640 crew/dual cab + tray scheme is very rare here, if available at all. If someone needs van with 5+ seats he buys 2-row van (possibly with removable 2nd road), not chassis with nonflexible crew cab which is bad for passenger and load at once. If someone needs so much stuff that it does not fit in 3t van/truck he never travels with all this to worksite, its usually big long job, everything delivered on some big (LR at least) truck, van arrives only with driver tradie, his tools and some small/expensive parts. Our installers work this way on construction sites, no one will load all boxes to techs light ute or van, we have dedicated delivery driver for this task.
I have at least only come across few situations where I preferred a ute to an small van. Something as simple as being able to lock up a van with a bunch of equipment in the back is really nice. Keeps everything out of the weather as well, and manhandling heavy things in and out of a van is typically easier. Occasionally we've had to go up some nasty tractor trails where the extra ground clearance of a ute was appreciated. However my favorite light duty work vehicle was a small 4 wheel drive van. It handled acceptably off road with all the other advantages of a van. It could only seat 2, but that was enough for me. Drove that one with a trailer for years. For most of our tasks a proper truck would be complete overkill, and parking would be a squeeze.
@@fnorgen btw there are some situations where ute is better. For example plumbers prefer ute or open tray truck over van because they have lot of heavy onboard equipment (HP pump, hoses, pipe racks, shelved cabinets for small parts and so on) and flat tray allows to operate all this from all 3 sides, thus much more convenient - length of operation front is more than twice exceed the same for van. For small vans, where its not possible to walk inside anyway, its significant.
@fnorgen the advantage of being able to secure equipment inside a panel van is indeed interesting. And if you don't need much, those can be had in smaller variants too, even down to courrier style models on a car platform, like the Renault Kangoo the postal service in Belgium (my country) uses. But tray vans are generally bigger, with a 4-6 meter tray behind often a dual cab, because companies like the one I work for like to send 6-man crews to the client. And we need the tray, because so far, I've only worked at one location that has an on-site dump we're allowed to use. And even then, the site is so big that when we're working at the opposite side, away from the dump, it's more efficient to pile everything on the van, and go dump it when the tray is full, or at the end of the work day. Whichever comes first.
This is a choice we seriously considered. However the truck we were looking at was the NNR Crew Cab. There are things you can do to tame the nature of the truck (Noise and Suspension and seats). The initial plan was for towing our caravan and then transition to a slide on motorhome body. But.... because its not a trade based choice it was going to be personal use vehicle it just wasn't practical. We Picked a Ford Ranger Wildtrak V6 for the towing duties. The truck idea isn't completely off the agenda and I will revisit this when new Isuzu trucks arrive sometime this year. This bit is a test you should do. Put your wife in the passenger seat and do the tests again.
The new Isuzu N series I think will be worse than this current one. Reasons being: 1. They're going from the awesome 5.2 4HK1, to a 3.0 4JZ1. 2. Transmission. Going from the 6 speed manual (with AMT Smoother option), to a 9 speed DCT. From a mechanical point of view, it's a step backwards. Especially with the experience I've had with multiple Fuso Canter DCT gearbox's crapping themselves (my company has seen over 10 - one had 70,000km when it crapped out). And the engine - ain't no replacement for displacement in my opinion. This is probably all for better emmisons etcetera (which is inevitable). Honestly makes me think that the Hino 300 is now mechanically speaking, the best light truck (4.0 N04C engine, and a proper 6 speed auto with torque converter - and in the higher GVM models a 5.1 J05E 4 cylinder diesel).
I'm sorry that you bought a shitbox ute instead of a real truck to do competent work. I bet you will enjoy your constant trips in tow trucks to the dealer with the ford too.
I have a 2009 VW Crafter dual cab tipper. 5.0 tonne GVM. It tows so well, drives so pleasantly. It would be interesting to see how they compare to the NPRs.
I am a plumber and own a npr short wheel base, with my large half length boxes loaded and pipe and ladders etc I weigh right on or just over 4.5 ton at all times. I also tow a 3 ton trailer regularly and it is sooo slow and rough! I’ve been doing physio for my back because I’ve been doing a lot long trips. These little trucks are great for around town but not long trips. I’m looking at buying a Hilux as well now
I regularly tow a loaded car trailer and would not even consider a ute, ( never tow anything heavier than the tow vehicle) I have an NPR swb and besides not having cruise control (5 speed manual) it does handle everything I load it with easily and if fairly fuel efficient. Good comparison video.
Extra cab is the go for a work vehicle. Especially with the suicide doors the Hilux has, the space behind the front seats is very usable, you can even carry humans in there at a pinch.
@@waveman1500 Would be able to load the weight more appropriately, our 1 ton work trucks always handled the weight better if load was centralised & not behind the rear wheel axle,, Single cab would have allowed better weight distribution.. Also, power 110kws not 150 & torque 410 not 500 similar top the trucks power.
I've had hiluxes of most models, and a couple of NPRs. My last hilux really struggled towing my gear on my outback travel. If you're doing extended trips in a hilux then a GVM upgrade is essential, not optional. Add bullbar, winch, roof racks, long range tank, water tank, toys and camping gear while towing a heavy trailer, you'll be over weight. The NPRs are bumpy and the seat's are ordinary at best. The size of the cab doesn't give much option of aftermarket suspension seat's. The NPRs also chew through the diesel at 100. In saying all that, I'm sticking with my NPR because it has a proper motor, it's more durable on rough outback roads, and the carrying capacity is safe.
Great video, ATM I'm driving a Hino 4x4 , towing the work boat, we have a commerical diving set up, I also love the exhaust brake, they are fantasic, so is the suspension seat. One thing you didn't mention in your comparison is, trucks are just more manly!
You may not even be able to do this test (3.5t trailer, plus GVM (or as close as possible)) with many of the wagon 4x4s on the market today - rear axle limit will be exceeded with a 350kg towball weight, plus driver in some wagons. it's shocking.
@@oldsanta7232if you have more than 3 people onboard - prado,Everest, Land Cruiser, fortuner off the top of my head. If you have any luggage onboard (or accessories on the roof), it can be more than 2 people. Basically you only have about 150kg of rear axle payload with 350kg of towball weight applied, because of the effect leverage has on weight. 350kg becomes 400-450kg on the axle.
@@simonr23i made no comment about it being a practical tow vehicle at 3.5t. My comment was that it is would be legal with just the driver. If it was illegal with just the 350kg towball weight the ambulance chasing lawyers would have had a been in court already. Manufacturers have legal obligations.
@@oldsanta7232 no, I’m the parent comment and I said it’s not possible for many vehicles to be at gvm while towing 350kg towball. you didn't mention "just the driver either"
@TheSpartan212 if I accept your GCM figure of 5850, and then deduct Toyota's stated GVM of ~3000, then that leaves 2850 to haul behind, albeit unsafely, not the 3500 claimed 🤔
Paul would be great to see a dual-cab 3.5T towing, max GVM comparison to see how fuel economy and range are impacted. This would be a valuable insight for people looking to tow a caravan across country
atill rough as guts, slow, shit to repair, expensive to own and maintain. These light trucks are for council workers not for idiots towing caravans trying to pretend they are big truck drivers hahahaha.
My NPR had a serious intermittent problem that isuzu had difficulty finding. To their credit they took it back numerous times and pulled the whole cab apart. In the end it was fixed after many thousands of dollars worth of work. Everything free covered by warranty. Sometimes vehicles have a problem, all brands. What is important is how they deal with it. Although it was frustrating I have only praise for how isuzu took care of me.
Next we need a truck 4x4 test with an Isuzu NPS 75-155, a Hino 400 817 and a Fuso Canter 4x4, perhaps even a larger 4x4 truck like an Isuzu FSS as well.
I’m Canadian and find it interesting the longest trucks in the world are in Australia. But the size of pickup trucks are so small. My daily driver is a Ford F350 and my work truck is a F550 that weighs 9000kgs.
Pretty simple to explain a normal drivers license in Australia is only for GVW up to 4500kg in Europe only 3500kg. So you would need a real Truck license to drive your American sized pickups, add that point you get a real truck if you need one.
As a truck driver, the people that drive these types of utes, that tow a caravan or trailer & the tub loaded. When they drive at night, they blind you from their headlights because the front is raised. That alone should be a sign of your illegal. The towing vehicle, should always be level. I believe, any vehicle having a tow bar fitted, should include air shocks in the package.
@@je2338and you go find 1 person that will adjust their headlights!! Even self adjusting ones can’t not adjust that much. Yes a worth while regulation, because if towers had respect for other drivers & did the right thing, then another regulation wouldn’t be needed.
@@george3929 I'm not fitting airbags to my car just because I tow a box trailer every now and again. You're off your head lol. And if they can't and will not adjust the lights, why would they adjust the air? Why not make it mandatory for vehicles towing a certain weight, such as over 2000kg to be approved to ensure they are under the gcm, have electric brakes and sit level. Where you go to a mechanic just like a pink slip. Fitting air bags to every vehicle with a tow bar isn't practical
@@je2338 I’m far from off my head!! Maybe you don’t drive at night enough to put up with the clowns like your self. I didn’t mention air bags! I said air shockers. Not hard to fit & not expensive. Going by your comment, you’re obviously one of the arrogant drivers that has zero care factor if your headlights are blinding other drivers as long as you do what you want illegally. The cops should come down hard on this. I see it everyday over loaded utes SUVs towing & deal with their blinding headlights at night & in most cases drive with their high beams on because they can’t see the road properly. For a casual tower like you, you don’t get it, deal with it daily & you would understand.
@@george3929 I'm driving a car and drive at night everyday for work. High utes behind me and in front blind me all the time. This seems to be an issue with new models. But once again, you're asking for modification to the vehicle's suspension when it's mostly not required. Truck drivers drive over height into tunnels all the time. So should we stop all trucks and pull them into height measurers before they enter (similar to a weight bridge).
I am landscaper/Horticulturist by trade. Truck (not the Ute) is better for our industry for that very reason why I have a truck license. me personally have a MR license to haul excavator, bobcats and other equipment around but now I am doing lawn and garden maintenance and have done the Ute thing. I have spent the money to get the upgraded GVM too but it still not enough. adding Ride on mowers and gear then the green waste i some time get very close to my GVM weight and now considering (even tho I can tow 3.5tonn) of going for a little tipper. this I was thinking of going for a LR class tipper (about 5500GVM), so there no issue and I can use it to get mulch instead of getting it delivered. I have had my MR license for about 20 years now and feel it is an all round advantage for my industry driving truck for employer of about 8000Kg GVM.
I drive a Hino 300 series 921 widebody that weighs just under 6,000kgs (accommodation unit on the back that gives an overall height of 3.55m therefore it catches heaps of wind) towing a 3,500kg enclosed trailer (3.45m overall height).....my average fuel consumption is 20-22 ltr/100km....which is very good for 2 x bricks driving into the wind 🙂 I am legally limited to 100km/hr in most states. The best I have seen per tank was 19 and the worse was 26 with the latter being crossing the Nullarbor into a very strong headwind. Hope that helps giving you some idea. The big advantage for me is that I am upgrading the max towing weight to 4,500kgs and will still be under my allowed payload for my truck licence 10,500kgs all up with a max allowed of 12,000kgs, while keeping the towed vehicle at 75% of the towing vehicles weight.
@oldsanta7232 1 day ago It bought my first truck when I retired, I travel fulltime. It is the red one, real truck drivers call it a Tonka but it works for me. I tow a 3.5ton van and my possessions in the tray take it up to almost 8 tons. It is flat out at 95kph on a good day so I watch what is behind me and move out of the way when required, returns 22litres per 100k. Long hills need thought and using the gearbox to keep in the torque zone. I got the truck and van for less than a ram 2500.
My npr sits at around 14 - 14.2L /100km. The load makes very little difference. Driving fast makes more difference because it's not very aerodynamic. Half the time it is empty, half the time it is full 4.5t. Mostly open road country highway driving.
Great test! Easy way to improve the hilux is to setup its suspension for how much you tow and tray/tub carry. The factory suspension does okay at both but not best at either. What is something to consider is when owning a Truck like the Isuzu with such a long tray its really easy to overload that tray. Also would of been good to mention maybe in future videos the Crew Cab and 4wd options to choose from things that the hilux has that this model Isuzu doesn't.
It's a good test. I've driven various vehicles offroad as a part of the job - why I've got offroad drivers courses in a variety of vehicles. You've got a great point here. Unless I've got to go offroad - I would prefer almost any other vehicle capable of pulling a trailer and carrying the needed materials... I've had a custom built van a Ford Transit Custom with 2 sliding doors and a tool rack and a little extended wheel base (the turning radius more or less the same as the Hilux). It couldn't go offroad... apart from that it out performed the Hilux on almost any parametre - both more economical and comfortable - the latter by a very comfortable margin. With the added bonus of tools and materials out of the weather. If I could choose - I definitely would opt for one again. I've driven a road legal 2022 double cabin in an open pit mine it replaced a 2015 model. The new model had all the creature comforts except for leather seats and an automatic transmission.... But I would have opted for a rebuild and a stage 1 or 2 kit - if I knew how unreliable the new model was. It was not suited for a variation of dry dusty to cold wet muddy conditions especially the latter made all the electronics go haywire... The extended use of plastic "features" is a no go. First drive diving gently into a soft pool of mud the extended features of the fenders came flying off... In under 1,000 miles the ABS sensors failed not working after being used in wet muddy conditions. All sorts of sensors and filters either ceased to work - the Eco mode clogged the engine - it's only for highway use - but of course we weren't told ... A mechanic told us after multiple visits to the workshop. I later found out you can't buy a Hilux from factory for hardcore offroad use - it's a custom order often made by other companies. The older one didn't have all those problems and were more reliable. It's become a problem - the usual customer is in a segment NOT using the offroad capabilities - why you get plastic features and electronics not surviving that kind of use. It's not specific to Toyota - it's systematic - American pickups are getting more and more electronics and gadgets as well - the customers are using the vehicles as family cars - why they're starting to be built more and more like family cars - with all the bells and whistles rather than being built like utility vehicles as they originally were intended as. The vans and small trucks are still being built for the purpose - why they most likely could prove to be more reliable... Just an example a Jeep Wrangler from the factory has a water pump made out of plastic - just like the foot plates... Hardly designed to be functional and durable. But since customers don't use the vehicles as intended - they hardly know the difference - getting a lesser vehicle at a premium price. The vehicles are not getting cheaper by having metal replaced by plastic. I'm very aware of why more old school vehicles are in high demand again - their newer siblings are lifestyle objects often found in suburbs and the cities rather than in rural areas and offroad.
can't call myself a proper trucky but only thing i can say is i 100% prefer the truck mirrors for all day driving and maneuvers. the higher position is also nicer.
The 50k you don't spend on the shitbox American ute is worth it. Plus spare availability, reliability of the Isuzu truck. But you can't brag about having a bosses ute with the truck.
I think the truck is better for work purposes, but if you're adding daily driving to the mix, I would take the ute. The ute is a good compromise between a work vehicle and a daily driver.
Well done Paul, we have an 2023 Iveco dual cab, with all the factory options, we feel it’s so good to drive it’s our every day car, it has a 2 tonne slide on camper, and a 2 tonne trailer loaded and doesn’t know it’s there. It would be great to see if you did your own test on one of these vehicles
I had a 79 dualcab and a isuzu npr400 3.5t tipper. My concern was the safety in the truck. No airbag and no crumple zone. (79 not much better) After my friend walked away from a 100kph head on in a 2016 hilux. I sold it all and got a ram 2500 and a 4.5t tipping trailer.
I have recently bought an NLS 200, after having one on MY radar for ten years. It has the physical dimensions of a tray back Landcruiser and the 4JJ1 3.0 litre engine. Years ago at a caravan show I mentioned that the Isuzu stand should be marketing these trucks as a caravan tow vehicle rather than the D-Max. Neither Isuzu salesman knew what the NLS was…?? I feel this model is more suited to a comparison with a dual cab Ute.
Thanks for the video. I always wondered what the small trucks like the Isuzus would be like for heavy towing, especially compared to the common vehicles like the Isuzu Utes, Hiluxes etc. It would be interesting to see a comparison the the big American utes like the RAMs & F150's that are getting more common these days. By the sounds of it the light trucks would compared favourably, especially in price but I think the price of the light trucks would be substantially higher for the 4WD versions. Very interesting.
Hi Paul. Love your videos and energy in them. A bit of advice though. You need to stop using gears as brakes whether in a ute or a truck especially when towing. You are also using too high a rev range when retarding with gears. A diesel should not be used for retardation above about 2800rpm. Petrol motors are poor at retarding courtesy of their lower compression, you can use them but not over about 3500rpm if you want your engine to last. You can hear all the utes and trucks screaming when you take them to 3500rpm and more downhill. Gearboxes are not brakes - brakes are brakes. I also add the note that continuous use of exhaust brakes generates a lot heat in the engine temps - they just do that. But that's only really a factor in very large trucks - think fuel tankers etc. The correct way to drive any vehicle, be it a bicycle, car, ute, truck or A380 Airbus down a long grade is: Be at an appropriate speed at top of decent. Select a low gear - I train my drivers to be about 55kph at the top of decent on Horseshoe Bay Road hill on the long decent to Arcadia in Townsville (this is in Toyota Commuter 10 seat vans, with often 11 adult people in them). Then they select 2nd gear and begin desent, as the vehicle gathers speed, I train them to use the brakes to slow the vehicle to about 40, then release the brakes and let 2nd gear retard the speed increase. When it picks up to about 60 (the hill is steep) I have them again use the brakes to slow the vehicle to around 40 and then get off the brakes. Rinse and repeat until they get to the bottom of the hill. This normally takes about 4 moderate braking applications of about four seconds each. The passengers never even notice the technique, but when i have the occasional pax onboard whilst I am training, they are shocked to learn the correct technique for driving down hill. The vehicle arrive at the bottom of the grade with the brakes still cool and I no longer get squealing, brake shimmy, smelly overheated brakes that wear through pads and discs every two months. I also get new drivers to follow normal drivers down the hill watching the brake lights be on all the way down and note the foot brakes are being used to maintain a constant speed whilst cooking the pad and discs. This often involves drivers maintaining firm brake pressure for over 45 seconds. The continued braking is cooking their brakes and they are blissfully unaware! Note here, that the brakes do the braking and the gears do the retarding as the vehicle gathers speed downhill - in other words, the gearbox helps to slow the increase in speed during the decent, so the brakes have less work to do and generate less heat to boot, and are used for shorter periods of time when you actually use them! Hope you see the magic in the safety of doing things safely. Cheers mate, Steve from Townsville... Keep making the vids.
Don’t worry Paul. The average caravan tower runs an extra 700kg over the hilux GCM. You have to take the decorative roof tinny and 5 pushbikes mounted on the drawbar
It depends on your need. If it's for working only. The truck smahes the ute. I used to drive a Hilux and 70 LC both with GVM upgrade but now driving light trucks and vans. The light trucks will carry and safely tow far more than the ute ever will. Your money, do what you want but overloaded vehicles has been a huge concern in my industry. But some work place care more about liabilities than some i guess.
The 2wd NPR's have a lot more steering angle, with the lack of front CV axles. As the old saying goes, there's no replacement for displacement. Yes the NPR's have less power on paper, but they have a lot more grunt behind them. And with the better gearing for hauling. The Hilux makes all it's torque from the turbo, where the NPR's are making a lot more mechanical torque. It's a pity we can't get the trucks with a cab behind the axles. Because they will ride a lot nicer.
that type isuzu a lot people in my place carry 5ton load and it still fine, because the rear tire double. most heavy load in my place usually sand, dirt
An automated manual gearbox needs proper explanation. Is it an automatic with the option to control when the gears change? We really are not learning much about the truck. Is it available with 4wd? Does it have dual rear wheels? Is the truck available as a duo cab?
I drive buses for work but live in a caravan , my tow vehicle that i recently got is a 2016 Inveco Daily , reg as a Ute I have a gross of 4495 kilo with a 3500 trailer , the truck has a 4 cyl 3 litre engine , mid wheel base manual 6 speed, I have a 2.4 canopy and a 900mm canopy, this allows me to balance the load to always allow the tug to out weigh the trailer
No question that if you're towing that sort of weight a lot then the truck is the way to go, but if towing is incidental and you want the flexibility of a weekend recreational vehicle as well, then the ute is the obvious choice - noting of course the observation as to how easy it is to overload these utes!
Them trucks are great. I still prefer a big van and using that to tow. its nice having cover from rain and aircon in summer when your on a call out rebuilding a pump or valve bank in the middle of a development site with no shade
You guys should test the difference between a tuned and stock N80 HiLux. I never seem to find any content on comparisons between 0-100's with proper dyno tunes before and after.
Two options that would surely have to be better on some metrics, especially comfort, would be American pickup trucks and van based truck things such as those versions of the Sprinter and Crafter and Transporter, and also actual vans would be an interesting comparison
Now on the isuzu go and swap out the standard springs with parabolic. add some Kings shocks and a set of super single tires. comfort upgrade to the max.
Looking at the trucks, they seem to be rear wheel drive which probably improves their turning circle as no front 4wd hubs or CVs to restrict how far the steering can turn lock to lock.
I drive the SWB truck occasionally for work, and I would not like to be driving it on my holidays or in retirement because it’s harder work to drive. It’s bouncy & uncomfortable on rough roads, everything inside requires you to lean forward to reach it leading to back hunch, is wider bodied so demands more of your concentration to keep it centred within the lane, it chews diesel, costs much more to service & is very basic inside…. What’s not to like. Would suck to own one as your own personal vehicle. You’d only drive one while you’re getting paid to do so.
Small trucks are rough as guts compared to the big boys, they will however tow big loads and be loaded up all day long and last better than the hilux. The hilux isn't designed to be loaded to GVM all the time (it does happen though)
Paul, Whilst this video comparison is still relevant, it would have been far more relevant if you did the comparison with the hilux (engine in-front of the cabin area) and one of the ‘American’ utes (light trucks) in both the F150/1500 category and the F250/2500 category (also engine in-front of the cabin area) against the ‘cabin over engine’ trucks. The ride and comfort of each ‘style’ (the cab over versus the engine in-front of the cabin) IS SIGNIFICANTLY different.
You’d have to think these vehicles are a perfect candidate for hybridising. They have clearance, weight capacity and size, this would give them capability of using the battery power for torque, regenerative breaking and fuel saving.
I hear everyone say they wouldn’t want a truck as a personal vehicle on a long holiday trip. Fair call. I currently drive a Hilux, loaded with tools, towing a trailer, six days a week. I don’t even bother unhooking the trailer on Sundays. We ofter take my Wife’s car on holidays unless we’re camping. I need an upgrade, so want a SWB truck, and keep the Hilux 3 months rego for camping. Close as I can get to having everything. We have to make compromises somewhere. I’d rather be safe and organised at work.
A mate did the same with his ranger… same deal it became a dedicated work vehicle and it’s just ruined it always carrying weight and towing, he got the Isuzu trade pack and now she’s the work horse and the ranger is the family car again, it’s the best way
The Problem with this test is that the loads need to be proportional to the limits, if you loaded the NPR to its max payload it would be a different story of how close they are
Finally a reviewer loading up a Ute for a test. This is how Ute test should be done. Thanks. Now u can’t tell me that hilux suspension is adequate or would be safe at any speed. Even without a trailer.
Sorry that graphic on screen is misleading. The graphic at 8:30 is the maximum GVM and maximum payload of the vehicle, not what was in the tray. The large sandbag in the vehicle earlier took the car to GVM. Taking into account GCM there was around 150kg in the tray when the trailer was on. You then add the balance of payload - which was my weight and fuel, along with tare trailer weight to reach GCM.
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Sorry guys - there was a mistake on screen at the 8:30 marker. The graphic is a bit misleading and mentions GVM and maximum payload (those figures are correct, but were from an earlier frame) it should have read GCM 5850kg and what we had in the tray. I didn't pick this up during the proof. For clarity the large sandbag in the vehicle earlier during the ride lap took the HiLux to GVM. Taking into account GCM there was around 150kg in the tray when the 3500kg trailer was on. You then add the balance of payload - which was my weight and fuel, along with tare trailer weight to reach GCM.
@CarExpertAus you need to test the Isuzu in a manual version. It’s a different truck to the auto.
Perhaps the AMT VS MANUAL comparison, whilst I’m all for autos these days, the AMT is absolute rubbish, and the manual will absolutely dominate it in any test. Please this needs to happen
Thanks for being honest about a mistake
This whole video is a mistake ffs
This is pickup truck vs. real truck!
Having used Hiluxes, Cruisers and Isuzu NPS trucks for work. The Hilux is the nicest to drive to and from the job, the NPS was exceptional at actually carrying things and performing the actual job and the Cruiser was the best for Instagram photos
Cruiser will outlast all of them and is better
@@tosgem you seriously are a moron. As if the pos cruiser will outlast a npr, it's not a truck, it's a crap overpriced farm Ute. You just keep winding up the cruiser windows like the NeanderthaL that you are.
@@tosgem definitely when used for Instagram photos parked up!
Not if you want to do actually work with it @@tosgem
lol the cruiser just for collection
I am a truck driver and the biggest problem find with people who aren’t driving trucks forget about the height of the vehicle.
Good point!
If I can't go through a kfc drive though the real truck can fist itself
Plenty of truck drivers who forget too and delay our morning run through the tunnel for a few hours.
11foot 8+8 bridge subscribers represent!
yes and I am pretty sure that with the isuzu audio GPS combo, you can set the max height of the truck. still wont help those who dont drive for a living
I'm a truckie. I mainly drive B double tankers, but I drive Isuzu Medium Rigid (MR) and Light Rigid (LR) trucks particularly on quiet days or when someone is not at work, since my role is technically a fill in driver within the company. I'll drive anything if they pay me the B double rate (which they do) - even the work ute.
Firstly never load a truck like that. The load goes over the rear axle. If you put it up against the headboard then it's going to be putting the weight on the front springs and not on the rear springs. They're not designed for it and it increases the likelihood of bouncing not decrease it. The rear springs have different length leaves which oscillate at different frequencies thereby having natural damping independent of the shock absorbers, so you get good control of load forces. Front springs take some load percentage not the majority of it.
The rear springs and fully floating rear axle is where the load should be concentrated. Note considerable improvement in ride quality. So it's more difficult to properly restrain the load like that - it's a fact of life. I've made clients move plate steel packs from behind the headboard to over the drive axle on heavy rigid trucks even after other stuff has gone on top of the plate packs.
This goes from LR all the way up to road trains. Chain of responsibility laws empower drivers to refuse poor loads and I will make them reload if I don't like it. Your truck, your load, your responsibility.
Without any hesitation I would say the Isuzu's don't have enough power when they're loaded. Of all of the automatic LR and MR trucks I've driven there was only ever 1 truck I thought had adequate power when loaded and that was a LR Fuso Fighter. Loaded up it hammered up hills and the gear ratios were well spaced to make use of the motor's torque. Downside is a very bouncy truck when lightly loaded. So bad your mobile phone will jump out of your top pocket on bumps. Your coffee in the cup holder can be very difficult to drink and if you're tall you will bang your head on the ceiling while driving. They're pretty bad. Loaded up they're above average in every aspect. I love ours so much that when they put me in it for the day I feel like I'm being paid to be on holiday LOL.
In the real world those LR Isuzu autos the gear ratios are all wrong - and I would know. They have no power and it is made worse by not having enough gears for the low power so when overtaking a slow vehicle say doing 70km/h on a 100km/h road for example (rather than a synthetic hill test comparison), you drop a gear and it tops out in the RPMs forcing you to use the gear you were in but it hasn't enough power so it gets on the wrong side of the road and you can't get past. It's scary the first time. They're just hopeless. They remind me of an old EH Holden with a 2sp Powerglide that would pull out of a farm paddock on a 100km/h road and hold everybody up for the next 5 km as it wound up. Imagine towing a 2 tonne caravan with a truck like that!
What I described is a real world scenario. I've probably spent hundreds of hours in various 150hp Isuzu trucks transporting pallets to our regional depot.
Lightly loaded Isuzu trucks fine - like during the test drive. You buy it you have to live with the gutless POS. The other thing is without a load on any truck they are very harsh. This means they are potentially rough on whatever you're towing unless you put a couple of tonnes on the tray, which slows them even further. Think carefully.
I'm sure people love their light truck tow vehicle. I'm just here telling people what I think from the standpoint of a professional driver. I'd never tow my van with one. I've got a 190kw petrol Territory AWD with a 2700kg tow hitch and a 27' 2100kg van. While not exactly powerful at least it's comfortable and has gear ratios that match the spread of power of the engine. I must say I don't like towing vans; articulated trucks are far easier to drive - true that.
Ps, a cab over prime mover often has the turning circle of a medium sized front wheel drive car. Tight turning circle is a function of the wheelbase length.
🥱🥱🥱🥱😴😴😴😴😴
Very nice summary. I would add one thing that medium/large trucks have for their advantage.
A medium (DAF LF) have a tight turning circle (even a Scania R/S has nice ones) becuase they usually (they can have ofc) front driveshafts. A DAF LF can have a way tighter turning than a Hilux because the hi lux has to have front drive components. And medium trucks are designed for city use so they take full advantage of their building structure. (They sell the peterbilt/kw counterpart of the DAF LF overseas, BUT the suspension is a bit different. It has narrower track, but bigger wheels and less sophisticated and lot cheaper components. Which make them not an exact copy of daf lf, and not comparable to hilux) [i dont say the peterbilt/kw is worse, i just say it has to be cheaper and has to adapt to u.s. market, which doesnt require tight turning radius, and every road is bigger. So the u.s. version most of the time doesnt have air suspension or air cab, has bigger suspensuon but it cannot be adjusted, while in the eu/uk uu have to have adjustable air ride (not just an air dump switch like in the u..s) and smaller wheels but with wider track, so it can maneuver better, can lower under bridges, but its more expensive. So an isuzu, daf, renault medium truck 7,5-15t (ish) can have way tighter turning circle than a ute. But they lack offroad capabilites, everyday use, family car use, and a lot more. You have to choose your poison... and everyone remember. I did not offend the u.s. version/market i said its different for different use and needs
I'll agree 100% on that...All Good stuff Bruz'.....the 10/11 tonne Hino's are another pile of japanese shit. Rough as gutz, cramped drivers seat if you're over 4' 2" and disgraceful gear ratios. 1st and 2nd are okay for moving off but the ratio between every other gear is bullshit, the motor doesn't have enough power to maintain 6th gear on the highway...constantly flogged the arse out 5th gear to do 95 K's an hour.
Amen on the Isuzu AMT, possibly the shittest tranny ever for use. They categorically hate hills and take far too long to change between ratios. The only good thing I'll say is they appear to be reliable. They should just use a traditional torque converter automatic, modern trannys with lockup in every gear and accurate modulation piss all over any AMT option.
The manual is a much better vehicle.
An AMT truck with an engine tune might be a lot more bearable.
Your knowledgeable advice will be valuable to many people
Truck vs real truck? Most of the world would call the Isuzu the real truck here… Hilux is just a pickup/ute
Exactly, who even created the thumbnail for this?
Most of the world is not developed or free. Most of the world is not the headquarters, origin, or controller of RUclips Company or this RUclips channel. Most of the world is not the target nor the actual audience of this video.
@@TheSiprianusi can bet you that even somalia has trucks and pickups
@@TheSiprianus USA isn't the universe.
That is how the video describes it; they just goofed the order in the thumbnail.
Last year I drove a rented Isuzu NPR box reefer truck from Alabama to Wisconsin and back. That was 2500 kilometers round trip. It was one of the most miserable experiences of my life. Jarring ride, barely able to go the speed limit unloaded with seats that made a church pew feel comfortable. This year, I did the exact same trip in my (admittedly old) 2007 Ford F250 with a reefer trailer. Total comfort for the whole trip and it actually used a good bit less diesel than the Isuzu.
Truck mechanic, i regularly have used an npr300 fully loaded (6.3t) over the years for work. You cannot carry what you need in a shitbox ute.
I like driving a sedan/wagon as a daily vehicle. It's nice to have something that does the job of car well when you have a truck.
I reckon it'd be cool to compare a Ute to a Van.
Agree
Oh yeah, a dual cab ute like Hilux or Ranger vs something like a Toyota Hiace
Lotta people snubbing vans for the aesthetic of a ute, where the van is actually more fit for a lot of business and trade purposes. A comparison would be great.
@@AbrahamArthemius Hiace does not have AWD version, at least in Australia.
@@AbrahamArthemius4x4 Hilux wins, but more space capacity and keeping the stuff secure without being exposed Hiace wins. Except a Hilux with single cab 4x4 is the real winner.
I would like to see Isuzu versus Hino in 4x4 test. You could probably put a 79 series in the mix…
The 79 fails at everything. No point comparing it.
@@aaronsimcoe8262 that is the point to highlight the failure.
@@aaronsimcoe8262that’s not true a 79 wins in a contest of a vehicle being over rated 😂
@@PatHamilton-sw3yomost people buying them are modifying them sure they are crap as stock cars but most don’t keep it stock
Also add in a couple of the ‘American’ 1500/F150 and the F250/2500 and the testing would be far more accurate of testing ‘like-for-like’ instead of testing two completely different styles (cab-over V engine in-front of cabin) as in this video.
Want to carry and tow heavy loads, use a truck. I purchased a 3 ton boat from QLD last year and needed to trailer back to Vic. I hired an Isuzu SWB truck to tow the boat and it was a dream. Having the truck heavier than the boat made it very safe for the trip.
Good luck carrying 6m timber, pipes, rebar, roofing sheets, glass e.t.c on the hilux
Do this all the time on my 2010 extra cab hilux
just get it delievered to site....
Most people with utes don't carry anything more than shopping.
Normal thing in Asia we use our pick-up for that kind of purpose, but forward trucks are mostly popular when it comes to hauling anything bigger than 6ft stuff.
We do carry stuff like that, but it's very impractical and dangerous
im a tow truck driver ive seen alot of tow companies get pickup based trucks and ive been told basically that they look good which makes the company look good, but they are so much less reliable and more expensive to operate then the medium duty hino and isuzu trucks, generally when you get further out of the city to where the smaller tow companies are you see less and less pickup based tow trucks
I love driving small trucks. Sitting over the front axel, great in the wet and on the gravel roads for sideways driving.
Very practical too, especially the crew cabs.
It bought my first truck when I retired, I travel fulltime. It is the red one, real truck drivers call it a Tonka but it works for me. I tow a 3.5ton van and my possessions in the tray take it up to almost 8 tons. It is flat out at 95kph on a good day so I watch what is behind me and move out of the way when required, returns 22litres per 100k. Long hills need thought and using the gearbox to keep in the torque zone. I got the truck and van for less than a ram 2500.
The joys of light trucks.
This video is perfect proof that any "heavy" vehicle on our roads should come with exhaust brakes from factory. This includes the ubiquitous utes and landcruisers (or similar) you see hauling at or above their limits in work or pleasure craft inside or in tow.
Alloy engines and slush boxes have made it impossible in modern rigs to safely descend decent grades. The reliance is still on supplemental wheel braking which ultimately overheats and fails.
Steel engines and true exhaust brakes save lives.
Nah, they should come with a hybrid system.
@rkan2 using electric motors as generators to control the speed would have limits too. I wonder if you lose that effectiveness if you don't have a load to dump the resultant energy to, or say accompanying resistors. Similar to trains are large resistor banks for dynamic braking.
Hmmm... good food for thought!
@@zoe..d Of course, if you'd want it to work optimally mostly for braking, you'd need to have a smart system for it. It'd be pretty easy to consume some 10kWh before the next downhill anywhere though.
Steel? Iron.
a retarder is ALOT more effective than exhuast brake
This dude really makes you wonder how people managed to back up to trailers for so many decades without cameras.
Cool comparison. As a work vehicle, that proper truck would be the ideal purchase. Problem is, people buy HiLux's and Ranger Raptors as a way to show off. I rarely ever see them carrying anything in the tray.
It's to look tough 😂
I drive a truck for work and I'll say right now that I'd rather a ute. Not because it looks tough, but if after I need to do anything at short notice I can park anywhere without restrictions.
@@JD_Hurst Add to that the rough ride.
Well we buy it coz we like the brand and use it for off road trips. It's pratical, and does the job around town and off tracks
Hilux in Africa carries weapons and rocket launchers
We had those NPR's in 4x4 mode and they are called bouncy trucks for a reason. I still prefer them to the other option that was a Ranger but on off road work they can be a bit back breaking.
Even on the roads - you hit some bumps on major arterial roads in a passenger car and it is noticeable but a non-event at 70-80km/h. Hit the same thing in the truck and it almost launches you out of the seat. Then you worry about your load. But they have to be stiffer because when they are loaded there's less suspension control i.e. will behave more like a marshmallow.
I tow with both and I believe no 4×4 ute should be allowed to tow more than 2 tonnes without the driver being trained and licensed to tow more, to call a hilux or equivalent a truck is just ridiculous as it's not even close to being designed as one. No doubt there will be critics out to attack my opinion but that's no surprise.
We don't call a Hilux a truck in Australia like America does but I agree that people should have some kind of training when towing heavier loads. It be safer for everyone when the driver has an oh shit moment.
@mickwolf1077 nearly everyone I listen to calls 4×4 utes a truck these days including all the different off road shows, its gives me the shits hearing it constantly.
We desperately need a training course for all those people doing their travel round Australia towing a big ass trailer, they never know how to drive
You're spot on, utes just don't have the ground weight and most are hopeless at reversing a tow anyway, rather important requirement.
@@daleplucknett278 the government vehicle classification doesn't differentiate between pickup trucks/utes and semi trailer trucks. They are all classified under trucks, but trucks are separated into light duty, medium duty and heavy duty. Pickups/utes are in light duty truck category.
As farmer when towing on farmily farm we use 79 Ford F100 to double axle stock trailer to move sheep. We use move bull that was hairy situation, rocking trailer, sometimes dad would use Ford Falcon but Ford F100 is safer. I have also use my 2011 D40 automatic which much easier handle when reversing full load of sheep unlike my uncle Holden Colorado manual ute, his manual would stall easy because clucth uptake.
The old f100 is definitely not safe Mr 12 year old.
@@Low760 i am not 12 n F100 isn't stock think before you say anything
Only hardcore, only European style vans (3.5t - Transit, Crafter, Sprinter, LDV, Daily, Master and so on), may be chassis+tray/box on their base. It adds conveniency and performance of usual car (what everybody whines about in comments) to really heavy vehicle. The cost is additional almost 1m of length for halfbonnet comparing to cabover truck, but it is still less than in ute.
They can carry 1-1.5t by themselves, pull trailer 3-3.5t (and I mean really can, not only legally), be AWD, be used in dense city (I live and work in Sydney) or in rural, be equipped with all imaginable options from simple open tray or bare metal panel van to full scale camper and so on. Extremely versatile machines, but for some reason very rare here.
Most likely because they don't fit the bill too well in Australia. At least the tray vans still ride bad when no or only light load on, and leg room in the back seat of the dual cab versions is poor.
And the extra length for the bonnet means a shorter tray to make it fit in the same space, and it still has a larger turning circle. And they can't carry as much as a truck.
So if ride quality and rear leg room (if dual cab required, and yes, it is available on those trucks) is similar to a truck, why would you not go for the benefits of the truck? Australian cities are bigger than in Europe, so the job site is likely further away from the company yard. So you can work more efficiently if you can carry all your gear at once, eliminating the need to drive back for stuff that didn't fit or would put the vehicle over GVM.
Another reason might be because those European vans aren't available. I've seen footage of Scanias as road trains. But I don't know exactly what vehicles are on offer in Australia.
@@joffreyverbeeck1640 crew/dual cab + tray scheme is very rare here, if available at all. If someone needs van with 5+ seats he buys 2-row van (possibly with removable 2nd road), not chassis with nonflexible crew cab which is bad for passenger and load at once.
If someone needs so much stuff that it does not fit in 3t van/truck he never travels with all this to worksite, its usually big long job, everything delivered on some big (LR at least) truck, van arrives only with driver tradie, his tools and some small/expensive parts. Our installers work this way on construction sites, no one will load all boxes to techs light ute or van, we have dedicated delivery driver for this task.
I have at least only come across few situations where I preferred a ute to an small van. Something as simple as being able to lock up a van with a bunch of equipment in the back is really nice. Keeps everything out of the weather as well, and manhandling heavy things in and out of a van is typically easier. Occasionally we've had to go up some nasty tractor trails where the extra ground clearance of a ute was appreciated. However my favorite light duty work vehicle was a small 4 wheel drive van. It handled acceptably off road with all the other advantages of a van. It could only seat 2, but that was enough for me. Drove that one with a trailer for years.
For most of our tasks a proper truck would be complete overkill, and parking would be a squeeze.
@@fnorgen btw there are some situations where ute is better. For example plumbers prefer ute or open tray truck over van because they have lot of heavy onboard equipment (HP pump, hoses, pipe racks, shelved cabinets for small parts and so on) and flat tray allows to operate all this from all 3 sides, thus much more convenient - length of operation front is more than twice exceed the same for van. For small vans, where its not possible to walk inside anyway, its significant.
@fnorgen the advantage of being able to secure equipment inside a panel van is indeed interesting. And if you don't need much, those can be had in smaller variants too, even down to courrier style models on a car platform, like the Renault Kangoo the postal service in Belgium (my country) uses.
But tray vans are generally bigger, with a 4-6 meter tray behind often a dual cab, because companies like the one I work for like to send 6-man crews to the client.
And we need the tray, because so far, I've only worked at one location that has an on-site dump we're allowed to use. And even then, the site is so big that when we're working at the opposite side, away from the dump, it's more efficient to pile everything on the van, and go dump it when the tray is full, or at the end of the work day. Whichever comes first.
This is a choice we seriously considered. However the truck we were looking at was the NNR Crew Cab. There are things you can do to tame the nature of the truck (Noise and Suspension and seats). The initial plan was for towing our caravan and then transition to a slide on motorhome body. But.... because its not a trade based choice it was going to be personal use vehicle it just wasn't practical. We Picked a Ford Ranger Wildtrak V6 for the towing duties. The truck idea isn't completely off the agenda and I will revisit this when new Isuzu trucks arrive sometime this year.
This bit is a test you should do. Put your wife in the passenger seat and do the tests again.
The new Isuzu N series I think will be worse than this current one.
Reasons being:
1. They're going from the awesome 5.2 4HK1, to a 3.0 4JZ1.
2. Transmission. Going from the 6 speed manual (with AMT Smoother option), to a 9 speed DCT.
From a mechanical point of view, it's a step backwards. Especially with the experience I've had with multiple Fuso Canter DCT gearbox's crapping themselves (my company has seen over 10 - one had 70,000km when it crapped out). And the engine - ain't no replacement for displacement in my opinion.
This is probably all for better emmisons etcetera (which is inevitable).
Honestly makes me think that the Hino 300 is now mechanically speaking, the best light truck (4.0 N04C engine, and a proper 6 speed auto with torque converter - and in the higher GVM models a 5.1 J05E 4 cylinder diesel).
@@upgradeNEVERthe nnr already had the 4jj1, but I can't see the 4hk going anywhere on a 300 or heavier npr.
I'm sorry that you bought a shitbox ute instead of a real truck to do competent work. I bet you will enjoy your constant trips in tow trucks to the dealer with the ford too.
@@Low760 Do you feel better now? Did you forget your meds today?
Well my view has changed with the announcement of the Super Duty Ranger. I am very keen to see how that goes.
I have a 2009 VW Crafter dual cab tipper. 5.0 tonne GVM.
It tows so well, drives so pleasantly.
It would be interesting to see how they compare to the NPRs.
I am a plumber and own a npr short wheel base, with my large half length boxes loaded and pipe and ladders etc I weigh right on or just over 4.5 ton at all times. I also tow a 3 ton trailer regularly and it is sooo slow and rough! I’ve been doing physio for my back because I’ve been doing a lot long trips. These little trucks are great for around town but not long trips. I’m looking at buying a Hilux as well now
Yeah, I hated having one as a field service truck. Hilux anyday as a work ute
Sounds like you need a truck license and a larger Isuzu like an NQR or so up to an far with an air ride seat
Yes that is one of the options, weighing it all up now.
Skipping the Dmax?
So basically your driving around with a truck loaded to capacity all the time
You need a bigger truck so you have a capacity buffer
I regularly tow a loaded car trailer and would not even consider a ute, ( never tow anything heavier than the tow vehicle) I have an NPR swb and besides not having cruise control (5 speed manual) it does handle everything I load it with easily and if fairly fuel efficient. Good comparison video.
there are aftermarket cruise controls you can install to almost any car, including stickbox. My old hiace has it.
Asking for a friend would the single cab Hilux be a fairer comparison than the Hilux twin cab ute?
I reckon
Extra cab is the go for a work vehicle. Especially with the suicide doors the Hilux has, the space behind the front seats is very usable, you can even carry humans in there at a pinch.
Single cab has the same wheelbase and GVM as the dual cab, it would be almost exactly the same.
@@waveman1500 Would be able to load the weight more appropriately, our 1 ton work trucks always handled the weight better if load was centralised & not behind the rear wheel axle,, Single cab would have allowed better weight distribution.. Also, power 110kws not 150 & torque 410 not 500 similar top the trucks power.
I've had hiluxes of most models, and a couple of NPRs.
My last hilux really struggled towing my gear on my outback travel.
If you're doing extended trips in a hilux then a GVM upgrade is essential, not optional. Add bullbar, winch, roof racks, long range tank, water tank, toys and camping gear while towing a heavy trailer, you'll be over weight.
The NPRs are bumpy and the seat's are ordinary at best. The size of the cab doesn't give much option of aftermarket suspension seat's.
The NPRs also chew through the diesel at 100.
In saying all that, I'm sticking with my NPR because it has a proper motor, it's more durable on rough outback roads, and the carrying capacity is safe.
You can get a suspension seat for the Isuzu. And a tune will increase power and economy.
Great video, ATM I'm driving a Hino 4x4 , towing the work boat, we have a commerical diving set up, I also love the exhaust brake, they are fantasic, so is the suspension seat. One thing you didn't mention in your comparison is, trucks are just more manly!
You may not even be able to do this test (3.5t trailer, plus GVM (or as close as possible)) with many of the wagon 4x4s on the market today - rear axle limit will be exceeded with a 350kg towball weight, plus driver in some wagons.
it's shocking.
Which vehicles are over rear axle load at 350kg towbar wt? The lawyers would have a field day if this was real
@@oldsanta7232if you have more than 3 people onboard - prado,Everest, Land Cruiser, fortuner off the top of my head.
If you have any luggage onboard (or accessories on the roof), it can be more than 2 people.
Basically you only have about 150kg of rear axle payload with 350kg of towball weight applied, because of the effect leverage has on weight.
350kg becomes 400-450kg on the axle.
@@simonr23i made no comment about it being a practical tow vehicle at 3.5t. My comment was that it is would be legal with just the driver. If it was illegal with just the 350kg towball weight the ambulance chasing lawyers would have had a been in court already. Manufacturers have legal obligations.
@@oldsanta7232 no, I’m the parent comment and I said it’s not possible for many vehicles to be at gvm while towing 350kg towball.
you didn't mention "just the driver either"
G'day Paul, isn't it the GCM that's the more critical criterion, because with the HiLux in particular, a 3500kG tow is very likely illegal.
All 4x4 HiLuxes are rated at 3500kg towing in Australia. They have a GCM of 5850kg.
Empty hilux can tow 3.5. Legal but not advisable.
@TheSpartan212 if I accept your GCM figure of 5850, and then deduct Toyota's stated GVM of ~3000, then that leaves 2850 to haul behind, albeit unsafely, not the 3500 claimed 🤔
@@themartyns2819 the gvm includes payload. If tow car has no load the train weight will be within.
@Cous1nJack ...true; it's legal hauling 3500kG without a driver 😂
Paul would be great to see a dual-cab 3.5T towing, max GVM comparison to see how fuel economy and range are impacted.
This would be a valuable insight for people looking to tow a caravan across country
It's unsafe so there's that.
Try an Iveco Daily with the ZF automatic. You will be genuinely impressed…
atill rough as guts, slow, shit to repair, expensive to own and maintain. These light trucks are for council workers not for idiots towing caravans trying to pretend they are big truck drivers hahahaha.
Until they break unlike the Isuzu.
Very interesting tests and comparisons! Did not see any kind of similar videos! GJ
My NPR had a serious intermittent problem that isuzu had difficulty finding. To their credit they took it back numerous times and pulled the whole cab apart. In the end it was fixed after many thousands of dollars worth of work. Everything free covered by warranty. Sometimes vehicles have a problem, all brands. What is important is how they deal with it. Although it was frustrating I have only praise for how isuzu took care of me.
Next we need a truck 4x4 test with an Isuzu NPS 75-155, a Hino 400 817 and a Fuso Canter 4x4, perhaps even a larger 4x4 truck like an Isuzu FSS as well.
I’m Canadian and find it interesting the longest trucks in the world are in Australia. But the size of pickup trucks are so small. My daily driver is a Ford F350 and my work truck is a F550 that weighs 9000kgs.
Tbf the truck as seen in the video is really the equivalent of your larger Ford's
@@lukesargeant7558they get the npr in America with the same motor and a 6l v8
Pretty simple to explain a normal drivers license in Australia is only for GVW up to 4500kg in Europe only 3500kg.
So you would need a real Truck license to drive your American sized pickups, add that point you get a real truck if you need one.
As a truck driver, the people that drive these types of utes, that tow a caravan or trailer & the tub loaded.
When they drive at night, they blind you from their headlights because the front is raised.
That alone should be a sign of your illegal.
The towing vehicle, should always be level.
I believe, any vehicle having a tow bar fitted, should include air shocks in the package.
Any car with a tow bar? That's all we need, more government regulation. The lights are factory adjustable for a reason
@@je2338and you go find 1 person that will adjust their headlights!!
Even self adjusting ones can’t not adjust that much.
Yes a worth while regulation, because if towers had respect for other drivers & did the right thing, then another regulation wouldn’t be needed.
@@george3929 I'm not fitting airbags to my car just because I tow a box trailer every now and again. You're off your head lol. And if they can't and will not adjust the lights, why would they adjust the air? Why not make it mandatory for vehicles towing a certain weight, such as over 2000kg to be approved to ensure they are under the gcm, have electric brakes and sit level. Where you go to a mechanic just like a pink slip. Fitting air bags to every vehicle with a tow bar isn't practical
@@je2338 I’m far from off my head!!
Maybe you don’t drive at night enough to put up with the clowns like your self.
I didn’t mention air bags!
I said air shockers.
Not hard to fit & not expensive.
Going by your comment, you’re obviously one of the arrogant drivers that has zero care factor if your headlights are blinding other drivers as long as you do what you want illegally.
The cops should come down hard on this.
I see it everyday over loaded utes SUVs towing & deal with their blinding headlights at night & in most cases drive with their high beams on because they can’t see the road properly.
For a casual tower like you, you don’t get it, deal with it daily & you would understand.
@@george3929 I'm driving a car and drive at night everyday for work. High utes behind me and in front blind me all the time. This seems to be an issue with new models. But once again, you're asking for modification to the vehicle's suspension when it's mostly not required. Truck drivers drive over height into tunnels all the time. So should we stop all trucks and pull them into height measurers before they enter (similar to a weight bridge).
I am landscaper/Horticulturist by trade. Truck (not the Ute) is better for our industry for that very reason why I have a truck license. me personally have a MR license to haul excavator, bobcats and other equipment around but now I am doing lawn and garden maintenance and have done the Ute thing. I have spent the money to get the upgraded GVM too but it still not enough. adding Ride on mowers and gear then the green waste i some time get very close to my GVM weight and now considering (even tho I can tow 3.5tonn) of going for a little tipper. this I was thinking of going for a LR class tipper (about 5500GVM), so there no issue and I can use it to get mulch instead of getting it delivered. I have had my MR license for about 20 years now and feel it is an all round advantage for my industry driving truck for employer of about 8000Kg GVM.
Wished you talked about fuel consumption
I drive a Hino 300 series 921 widebody that weighs just under 6,000kgs (accommodation unit on the back that gives an overall height of 3.55m therefore it catches heaps of wind) towing a 3,500kg enclosed trailer (3.45m overall height).....my average fuel consumption is 20-22 ltr/100km....which is very good for 2 x bricks driving into the wind 🙂
I am legally limited to 100km/hr in most states.
The best I have seen per tank was 19 and the worse was 26 with the latter being crossing the Nullarbor into a very strong headwind.
Hope that helps giving you some idea.
The big advantage for me is that I am upgrading the max towing weight to 4,500kgs and will still be under my allowed payload for my truck licence 10,500kgs all up with a max allowed of 12,000kgs, while keeping the towed vehicle at 75% of the towing vehicles weight.
Yep. The Isuzu will do the same all day long.
@oldsanta7232
1 day ago
It bought my first truck when I retired, I travel fulltime.
It is the red one, real truck drivers call it a Tonka but it works for me.
I tow a 3.5ton van and my possessions in the tray take it up to almost 8 tons.
It is flat out at 95kph on a good day so I watch what is behind me and move out of the way when required,
returns 22litres per 100k.
Long hills need thought and using the gearbox to keep in the torque zone.
I got the truck and van for less than a ram 2500.
My npr sits at around 14 - 14.2L /100km. The load makes very little difference. Driving fast makes more difference because it's not very aerodynamic. Half the time it is empty, half the time it is full 4.5t. Mostly open road country highway driving.
Great test! Easy way to improve the hilux is to setup its suspension for how much you tow and tray/tub carry. The factory suspension does okay at both but not best at either.
What is something to consider is when owning a Truck like the Isuzu with such a long tray its really easy to overload that tray. Also would of been good to mention maybe in future videos the Crew Cab and 4wd options to choose from things that the hilux has that this model Isuzu doesn't.
For EVs you did a consumption test. Why not do a comparative consumption test of both vehicles both with and without the trailer.
The exhaust or engine brake is the best thing. When I was driving trucks I used it all the time, very rarely used the brakes.
Probably test out the Fuso Canter vs Isuzu NPR. Interested to see the differences. Also, both of those have 4WD versions.
It's a good test. I've driven various vehicles offroad as a part of the job - why I've got offroad drivers courses in a variety of vehicles. You've got a great point here. Unless I've got to go offroad - I would prefer almost any other vehicle capable of pulling a trailer and carrying the needed materials... I've had a custom built van a Ford Transit Custom with 2 sliding doors and a tool rack and a little extended wheel base (the turning radius more or less the same as the Hilux). It couldn't go offroad... apart from that it out performed the Hilux on almost any parametre - both more economical and comfortable - the latter by a very comfortable margin. With the added bonus of tools and materials out of the weather. If I could choose - I definitely would opt for one again. I've driven a road legal 2022 double cabin in an open pit mine it replaced a 2015 model. The new model had all the creature comforts except for leather seats and an automatic transmission.... But I would have opted for a rebuild and a stage 1 or 2 kit - if I knew how unreliable the new model was. It was not suited for a variation of dry dusty to cold wet muddy conditions especially the latter made all the electronics go haywire... The extended use of plastic "features" is a no go. First drive diving gently into a soft pool of mud the extended features of the fenders came flying off... In under 1,000 miles the ABS sensors failed not working after being used in wet muddy conditions. All sorts of sensors and filters either ceased to work - the Eco mode clogged the engine - it's only for highway use - but of course we weren't told ... A mechanic told us after multiple visits to the workshop. I later found out you can't buy a Hilux from factory for hardcore offroad use - it's a custom order often made by other companies. The older one didn't have all those problems and were more reliable. It's become a problem - the usual customer is in a segment NOT using the offroad capabilities - why you get plastic features and electronics not surviving that kind of use. It's not specific to Toyota - it's systematic - American pickups are getting more and more electronics and gadgets as well - the customers are using the vehicles as family cars - why they're starting to be built more and more like family cars - with all the bells and whistles rather than being built like utility vehicles as they originally were intended as. The vans and small trucks are still being built for the purpose - why they most likely could prove to be more reliable... Just an example a Jeep Wrangler from the factory has a water pump made out of plastic - just like the foot plates... Hardly designed to be functional and durable. But since customers don't use the vehicles as intended - they hardly know the difference - getting a lesser vehicle at a premium price. The vehicles are not getting cheaper by having metal replaced by plastic. I'm very aware of why more old school vehicles are in high demand again - their newer siblings are lifestyle objects often found in suburbs and the cities rather than in rural areas and offroad.
can't call myself a proper trucky but
only thing i can say is i 100% prefer the truck mirrors for all day driving and maneuvers. the higher position is also nicer.
now that is what ive always wanted to see
Toyota recommends a load levelling hitch for towed weight more than 2200kg
Would be more interesting testing the Hilux Single Cab vs LC 70 Series vs NPR. An issue with cab over layouts, it's the bumping ride.
The lc weight is still 3500 for towing and the same motor as the Hilux.
Was it Awd or 2wd. CVs in the hilux reduce turning circle. A single cab hilux would handle the weight better.
Would be interesting to compare the two trucks to a yank tank like an F-150 tradie spec. 👍
The 50k you don't spend on the shitbox American ute is worth it. Plus spare availability, reliability of the Isuzu truck. But you can't brag about having a bosses ute with the truck.
When did Seth Mcfarland start reviewing cars?
Hehehe...Yeah he does doesn't he? Something was nagging me about Paul and that's it... he's a doppelganger for Seth!
Man, the visibility in the NPR.
Those isuzus need ISRI seats like they have them in other model, makes amassive diference in comfort
Payload isn't often the issue. It's form factor that can make or break a choice like this. At least when we talk about city/town work.
I think the truck is better for work purposes, but if you're adding daily driving to the mix, I would take the ute. The ute is a good compromise between a work vehicle and a daily driver.
The trucks are a bit limited compared to some offers you can get with bags all around.
Well done Paul, we have an 2023 Iveco dual cab, with all the factory options, we feel it’s so good to drive it’s our every day car, it has a 2 tonne slide on camper, and a 2 tonne trailer loaded and doesn’t know it’s there. It would be great to see if you did your own test on one of these vehicles
You forgot to show us how soft the dashboard padding is. That is vital information.
I'd like to see a Euro v Japanese style test. E.g. Hino v Isuzu v VW v Merc etc.
The VW and Merc will break down.
@@Low760 haha! You're probably not wrong there.
I had a 79 dualcab and a isuzu npr400 3.5t tipper.
My concern was the safety in the truck. No airbag and no crumple zone. (79 not much better)
After my friend walked away from a 100kph head on in a 2016 hilux. I sold it all and got a ram 2500 and a 4.5t tipping trailer.
Spot on makes more sense now. I should've figured that from.the fact there was less in the tray
I have recently bought an NLS 200, after having one on MY radar for ten years. It has the physical dimensions of a tray back Landcruiser and the 4JJ1 3.0 litre engine. Years ago at a caravan show I mentioned that the Isuzu stand should be marketing these trucks as a caravan tow vehicle rather than the D-Max. Neither Isuzu salesman knew what the NLS was…?? I feel this model is more suited to a comparison with a dual cab Ute.
Thanks for the video. I always wondered what the small trucks like the Isuzus would be like for heavy towing, especially compared to the common vehicles like the Isuzu Utes, Hiluxes etc. It would be interesting to see a comparison the the big American utes like the RAMs & F150's that are getting more common these days. By the sounds of it the light trucks would compared favourably, especially in price but I think the price of the light trucks would be substantially higher for the 4WD versions. Very interesting.
Hi Paul. Love your videos and energy in them. A bit of advice though. You need to stop using gears as brakes whether in a ute or a truck especially when towing.
You are also using too high a rev range when retarding with gears. A diesel should not be used for retardation above about 2800rpm. Petrol motors are poor at retarding courtesy of their lower compression, you can use them but not over about 3500rpm if you want your engine to last. You can hear all the utes and trucks screaming when you take them to 3500rpm and more downhill. Gearboxes are not brakes - brakes are brakes. I also add the note that continuous use of exhaust brakes generates a lot heat in the engine temps - they just do that. But that's only really a factor in very large trucks - think fuel tankers etc.
The correct way to drive any vehicle, be it a bicycle, car, ute, truck or A380 Airbus down a long grade is:
Be at an appropriate speed at top of decent. Select a low gear - I train my drivers to be about 55kph at the top of decent on Horseshoe Bay Road hill on the long decent to Arcadia in Townsville (this is in Toyota Commuter 10 seat vans, with often 11 adult people in them). Then they select 2nd gear and begin desent, as the vehicle gathers speed, I train them to use the brakes to slow the vehicle to about 40, then release the brakes and let 2nd gear retard the speed increase. When it picks up to about 60 (the hill is steep) I have them again use the brakes to slow the vehicle to around 40 and then get off the brakes. Rinse and repeat until they get to the bottom of the hill. This normally takes about 4 moderate braking applications of about four seconds each. The passengers never even notice the technique, but when i have the occasional pax onboard whilst I am training, they are shocked to learn the correct technique for driving down hill.
The vehicle arrive at the bottom of the grade with the brakes still cool and I no longer get squealing, brake shimmy, smelly overheated brakes that wear through pads and discs every two months.
I also get new drivers to follow normal drivers down the hill watching the brake lights be on all the way down and note the foot brakes are being used to maintain a constant speed whilst cooking the pad and discs. This often involves drivers maintaining firm brake pressure for over 45 seconds. The continued braking is cooking their brakes and they are blissfully unaware!
Note here, that the brakes do the braking and the gears do the retarding as the vehicle gathers speed downhill - in other words, the gearbox helps to slow the increase in speed during the decent, so the brakes have less work to do and generate less heat to boot, and are used for shorter periods of time when you actually use them!
Hope you see the magic in the safety of doing things safely.
Cheers mate, Steve from Townsville... Keep making the vids.
Valuable info. Thanks
LC70 pickup version can carry up to 3 tons and 3.5 tons maximum, but we say 3 tons version with 11 rear springs
Don’t worry Paul.
The average caravan tower runs an extra 700kg over the hilux GCM.
You have to take the decorative roof tinny and 5 pushbikes mounted on the drawbar
@@jonnyd_vids then there's the extra 40kg of the 2x jerries of diesel on the van's rear bar, made from steam pipe using a stick welder:)
@@nathankelly1708 how could I forget those 😦
It depends on your need. If it's for working only. The truck smahes the ute. I used to drive a Hilux and 70 LC both with GVM upgrade but now driving light trucks and vans. The light trucks will carry and safely tow far more than the ute ever will. Your money, do what you want but overloaded vehicles has been a huge concern in my industry. But some work place care more about liabilities than some i guess.
The 2wd NPR's have a lot more steering angle, with the lack of front CV axles.
As the old saying goes, there's no replacement for displacement. Yes the NPR's have less power on paper, but they have a lot more grunt behind them. And with the better gearing for hauling.
The Hilux makes all it's torque from the turbo, where the NPR's are making a lot more mechanical torque.
It's a pity we can't get the trucks with a cab behind the axles. Because they will ride a lot nicer.
that type isuzu a lot people in my place carry 5ton load and it still fine, because the rear tire double. most heavy load in my place usually sand, dirt
An automated manual gearbox needs proper explanation. Is it an automatic with the option to control when the gears change? We really are not learning much about the truck. Is it available with 4wd? Does it have dual rear wheels? Is the truck available as a duo cab?
I drive buses for work but live in a caravan , my tow vehicle that i recently got is a 2016 Inveco Daily , reg as a Ute I have a gross of 4495 kilo with a 3500 trailer , the truck has a 4 cyl 3 litre engine , mid wheel base manual 6 speed, I have a 2.4 canopy and a 900mm canopy, this allows me to balance the load to always allow the tug to out weigh the trailer
Mitsubishi Canter (specifically the 4x4 range) would be great to see in a comparison 👍🏻
No question that if you're towing that sort of weight a lot then the truck is the way to go, but if towing is incidental and you want the flexibility of a weekend recreational vehicle as well, then the ute is the obvious choice - noting of course the observation as to how easy it is to overload these utes!
Them trucks are great.
I still prefer a big van and using that to tow.
its nice having cover from rain and aircon in summer when your on a call out rebuilding a pump or valve bank in the middle of a development site with no shade
You guys should test the difference between a tuned and stock N80 HiLux. I never seem to find any content on comparisons between 0-100's with proper dyno tunes before and after.
Are you going to test any American pickups, especially the heavy duty ones? The F150 type ones would be interesting too
Two options that would surely have to be better on some metrics, especially comfort, would be American pickup trucks and van based truck things such as those versions of the Sprinter and Crafter and Transporter, and also actual vans would be an interesting comparison
Now on the isuzu go and swap out the standard springs with parabolic. add some Kings shocks and a set of super single tires. comfort upgrade to the max.
I find it interesting how most utes seem to be low on power compared to american 1/2 ton trucks. My f150 has over 750Nm of torque and 430 horsepower.
Because fuel is expensive and people don't need to drag race a truck, or pose with it or brag about having one.
woman, say goodbye to the Hilux, we're getting a truck
I love this test, do it with all pick ups at 3.5t trailer
Looking at the trucks, they seem to be rear wheel drive which probably improves their turning circle as no front 4wd hubs or CVs to restrict how far the steering can turn lock to lock.
Why i love my duramax, great chassis from GM, and a great engine from Isuzu, and a allison 1000 transmission, with a dana 80 rear end
Would like to see a comparison with a Mercedes Sprinter cab chassis to the Isuzu.
I drive the SWB truck occasionally for work, and I would not like to be driving it on my holidays or in retirement because it’s harder work to drive. It’s bouncy & uncomfortable on rough roads, everything inside requires you to lean forward to reach it leading to back hunch, is wider bodied so demands more of your concentration to keep it centred within the lane, it chews diesel, costs much more to service & is very basic inside…. What’s not to like. Would suck to own one as your own personal vehicle. You’d only drive one while you’re getting paid to do so.
skill issue
Small trucks are rough as guts compared to the big boys, they will however tow big loads and be loaded up all day long and last better than the hilux.
The hilux isn't designed to be loaded to GVM all the time (it does happen though)
Paul,
Whilst this video comparison is still relevant, it would have been far more relevant if you did the comparison with the hilux (engine in-front of the cabin area) and one of the ‘American’ utes (light trucks) in both the F150/1500 category and the F250/2500 category (also engine in-front of the cabin area) against the ‘cabin over engine’ trucks.
The ride and comfort of each ‘style’ (the cab over versus the engine in-front of the cabin) IS SIGNIFICANTLY different.
Yes. Both ride shit.
As an Australian, I find it hilarious that Americans will click this video expecting a comparison between two utes
You’d have to think these vehicles are a perfect candidate for hybridising. They have clearance, weight capacity and size, this would give them capability of using the battery power for torque, regenerative breaking and fuel saving.
They exist
as someone who drives an 850 long isuzu. the turning circle kills me
When did Seth Macfarlane start doing Aussie truck reviews?
Imagine it was in between seasons of American Dad and Family Guy.
I hear everyone say they wouldn’t want a truck as a personal vehicle on a long holiday trip. Fair call.
I currently drive a Hilux, loaded with tools, towing a trailer, six days a week. I don’t even bother unhooking the trailer on Sundays.
We ofter take my Wife’s car on holidays unless we’re camping.
I need an upgrade, so want a SWB truck, and keep the Hilux 3 months rego for camping. Close as I can get to having everything.
We have to make compromises somewhere. I’d rather be safe and organised at work.
A mate did the same with his ranger… same deal it became a dedicated work vehicle and it’s just ruined it always carrying weight and towing, he got the Isuzu trade pack and now she’s the work horse and the ranger is the family car again, it’s the best way
Nice and logical. More reliable with a truck like an Isuzu too.
@@schtix392or they have a real car as the family car, not a pseudo work ute.
The Problem with this test is that the loads need to be proportional to the limits, if you loaded the NPR to its max payload it would be a different story of how close they are
Where was the huge trailer pull you teased at the opening, all I saw was a little cargo box trailer.
Should’ve gone to Specsavers.
5:55 most utes are, especially the Ranger Ive found tends to ride better with some weight in the back
Finally a reviewer loading up a Ute for a test. This is how Ute test should be done. Thanks. Now u can’t tell me that hilux suspension is adequate or would be safe at any speed. Even without a trailer.
THANK YOU FOR VIDEO
DRIVER 2010 ISUZ NPS 75 4X4 KNOW GET TRIP 26LITE TO 100KM WITH TRAILER WITH TWO TANK OF FUEL DISTANCE 1200KM WITH 280 LITE FUEL
Nothing about anchoring points for cargo?
I daily drive an ISUZU NLR85
Its the 3.0 version of that truck.
Its very fuel efficient.
So you loaded to hilux to max gvm while towing 3.5t? We will just forget about the GCM then a?
Sorry that graphic on screen is misleading. The graphic at 8:30 is the maximum GVM and maximum payload of the vehicle, not what was in the tray. The large sandbag in the vehicle earlier took the car to GVM. Taking into account GCM there was around 150kg in the tray when the trailer was on. You then add the balance of payload - which was my weight and fuel, along with tare trailer weight to reach GCM.