American Towman, September 2007

AT's Publisher Steve Calitri traveled to Santa Barbara, Calif., to check out the new Isuzu Low Cab Forwards, where he had the chance to drive and evaluate the many new features Isuzu is promoting.

By the time this sunny California day wound down, the truck trade press, myself included, was maneuvering new Isuzu Low Cab Forwards (LCF) through a tight maze of macadam, designated by orange cones. After a day of posing with old Davy Crocket (Disney actor Fess Parker) in his restaurant, and keeping my hand out of the jaws of tall birds at an Ostrich farm en route, I felt a bit of the daredevil in me in the Isuzu NPR models.

I drove the maneuvering course twice in both a Class 3 chassis with a stake body and a Class 5 with a dry van body. I sped, seeing if I could get through the maze of cones without letting up on the gas pedal and not knocking down cones.

The visibility looking straight down from the cab-over-engine design was superb (a two-foot gain over previous models). So was the visibility out the sides, enhanced with an indexed window opening. This allowed me to keep right on top of the cones before me, never worrying if the rear might go outside the lane and bump a cone.

Isuzu had kept its promise made earlier in the year to have its new product offering on the market by mid-year. This ride-and-drive event with the trade press showed off the company's confidence in its all new prized N Series models, which have a GVWR range from 12,000 pounds to 19.500 pounds.

The side windows, as I noted, were one of the improvements. They are designed with a "downsweep" in the forward portion of the window frame. This translates to outside mirrors free of obstruction and an enhanced view through the truck's windshield and side windows, eliminating blind spots.

The trucks' maneuverability was excellent, in my experience, but I wanted to get the skinny from a tower who used the same or similar models.

Jay Beglinger of East Bay Towing in Berkeley, Calif., is the winner of the 2006 Donnie Award, Light Duty Class, and a veteran tower and WreckMaster certified recovery specialist. Among the mix of chassis in his company's fleet is a GMC HT 4500.

"There are certain narrow, hilly streets in Berkeley," said Bedlinger, "where we'll only send the HT 4500 (the Isuzu-built LCF with a GM nameplate). Conventional trucks can't manage as well or easily maneuver turnarounds. For tight city streets, the HT 4500 is best. And these (LCF) trucks are maintenance and worry free."

Increasing Market Share

But Isuzu officials see even more potential in market share. According to VP of Marketing, Todd Bloom, a veteran truck marketer of 30 years, Isuzu has set a goal to double its output and sales within a three-year time span. To do so, says Bloom, Isuzu is setting its sites on conventional chassis users. In the crosshairs for conversion are those who own and operate Ford chassis.

"We believe we have the superior product," he says.

The progressive fleet operator is also in the crosshairs of Isuzu engineers and marketers. Isuzu has begun offering a "telematics" option, which includes a Data Recovery Module, or DRM. This device tracks vehicle and driver performance and analyzes the captured data for fleet managers.

Isuzu also is offering "Certified Service Centers" in 500 U.S. Isuzu dealerships with mechanics trained on the new Isuzu product.

What's all the hi-tech worth to the tow boss? How about the ability to control the maximum allowable speed limit?

The DRM also monitors driving operations, engine operation, vehicle speed, acceleration and deceleration, fuel consumption, and vehicle location.

For the progressive tow boss with 10 or more trucks, the hi-tech DRM that tracks performance and generates easy-to-read reports is alone worth looking at.

For any tow boss, rhe new Isuzus should be looked at for the maneuverability, driver comforts, and maintenance-free reputation.

As to comfort, we among the truck trade press drove the Isuzu NPRs, Classes 3-5, out of Santa Barbara, Calif., and into the surrounding mountains. I had not test driven a truck in a long while, and I was keenly noticing the steep drops off the sides of the road, never a rail or barrier between my life and the rocks and rush below. Was I scared?

I can report that the Isuzus, both with the 14-foot and the 16-foot boxes, weighted down with heavy metal on the bodies' floorboard to simulate loads, gave me just the confidence I needed to safely negotiate the winding mountain drive.

That's a positive note for tow bosses who must hire green drivers in an industry plagued with high driver turnover.

Safety In Mind

The biggest reason cited by users for the continued dominance of conventional trucks over LCFs is the perception with conventionals that there is much more truck between the driver and the dangers of the road before him.

I can understand that reasoning more so with a long-haul over-the-road trucker who can put it all on cruise control for much for the ride. But for the stop-and-go driver, a category towers fit into, the outstanding visibility and maneuverability of the Isuzu LCFs should create a high driver-confidence level with most anyone who gets behind the wheel.

Once there, the spacious cab, an adjustable steering wheel and column, electrically-shifted seating, and abundant storage space are some of the key smart features adding to driver comfort.

The NPR Models I Drove

The stake body I drove had a gas engine: Vortec 6.0-liter V-8 backed to a Hydra-Matic 4L80 four-speed automatic with lockup torque converter and overdrive. Automatic gear shifting going up and down the hills was smooth. The engine rated was at 325 hp at 5,000 rpm -- 25 more hp than the previous version, and 360 lb-ft torque at 4,400 rpm.

Both the Onyx Limited Edition model, which comes standard with a 14-foot van body, and the Isuzu with the 16-foot van body, had diesel engines: a 5.2-liter overhead cam turbocharged, intercooled engine mated to a Aisin A465 heavy duty six-speed automatic transmission with double overdrive. The engine provides 205 hp at 2,400 rpm, up from 190 hp, and has more torque, 441 lb-ft at 1,850 rpm, up from 387 lb-ft.

The Crew Cab

I peeked into the N Series Crew Cab and it was roomier than I expected it would be. For those towers who want at least one crew cab in the fleet, the LCFs give the advantage in shortening the overall length of the truck. The Isuzu N Series Crew Cab is offered in two wheelbases: 242.5 and 267.5 inches.