Briefly reunited with the vehicle that I spent 20 000 km with during a long-term review at CAR magazine a few years ago, it was a nice reminder, offered by Isuzu at the beginning of the launch of its sixth-generation KB, of just how competent the nine-year-old outgoing model still is. Though not as spacious as the current crop of double-cab bakkies on the South African market, those sharp, compact dimensions of the “old” KB, together with the bonnet scoop to feed air to the intercooler, still cut a fairly imposing shape on the road.
Our drive in the fifth-generation KB from the Hoedspruit airbase to our launch venue also highlighted just how capable it still is, both on tar and gravel. A solid foundation for the long-awaited sixth-generation KB to build on, then…
Built in Port Elizabeth (in left- and right-hand-drive configurations), the new KB no longer features a bonnet scoop (the intercooler has been moved forward) but is still a fairly imposing bakkie to behold. In keeping with the current trend, the new vehicle is 260 mm longer (5 294 mm), 60 mm wider (1 860 mm) and 60 mm taller (1 790 mm) than the bakkie it replaces. Significantly, it’s the longer wheelbase (45 mm) and wider tracks (50 mm) that have played a role not only in improved on- and off-road capabilities, but also more cabin space.
In LE specification (LX is top-of-the-line), cloth-upholstered seats offer good comfort as well as height adjustment to the driver. It seems unfathomable to me that reach adjustment on the steering column remains a novelty feature on modern double cabs, but the rake-only adjustment on the new KB nevertheless offered my frame a near-perfect driving position. While the facia layout of the new KB will be familiar to Chevrolet Trailblazer owners, my initial impression is that the production line in Port Elizabeth has put a bit more love into the Isuzu’s fit and finish. While LX models gain push-button climate control, the rotary dials on LE specification units are large and easy to operate.
A hot topic at the moment is the fitment of a USB port to complement the audio system and on this note I did notice in one of the test units an extension cord to transform the unfamiliar (small) port found on the current Isuzu/Chevrolet systems into a more conventional USB port. LX models feature a leather-bound multifunction steering wheel.
Rear passenger comfort has been improved in the latest-generation KB and it is now not only easier to gain access to the rear seats, but ultimate leg- and headroom are also impressive.
Our launch programme followed the relatively unusual format of covering off-road driving first, then gravel and finally tarmac cruising. And while its difficult to know whether any of the KB’s natural rivals would have struggled on the challenging off-road course laid out for us, the KB certainly made light work of it. The only hindrance, as ever, being the ground-clearance-robbing side running boards. The new KB high-rider range (including 4x4s) features a 30-degree approach angle and 235 mm ground clearance. The neat incorporation of the tow hitch within the rear bumper allows for a 22,7-degree departure angle.
A new Terrain Command switch, positioned behind the handbrake lever, replaces the outgoing model’s facia-mounted buttons for easier on-the-fly transfer into 4H (up to speeds of 100 km/h), while the vehicle needs to be stopped for the next step into 4L. All LE and LX specification models feature a rear differential lock.
The 2,5-litre D-TEQ has been carried over from the fifth-generation KB range (joined by an all-new 2,4-litre petrol and upgraded 3,0-litre turbodiesel) and is mated exclusively with a five-speed manual transmission (a five-speed auto is available in the KB 300 D-TEQ 4×2). While this engine coped admirably with most obstacles thrown in front of it, it has to be noted that in the thick sand of the dried-out Monwana River, running through Thornybush Game Lodge, the delivery of 280 N.m of torque at a relatively high 1 800 r/min (most rivals deliver their torque from around 1 500 r/min) meant a reluctance towards an all-important (for sand driving) second-gear pull away and potential loss of crucial momentum while shifting into second.
Much of the South African-specific development of the new KB revolved round making the vehicle more comfortable and capable on gravel and broken roads and, to this end, the new KB proved very impressive over loose and corrugated gravel. The strengthened chassis, independent (double wishbone) front suspension and revised rear suspension, together with over 800 000 km of NVH development and testing, have made the new KB one of the most refined gravel road cruisers on the market. LE spec vehicles are fitted standard with 16-inch alloy wheels with 245/70 R16C tyres.
The highlight of the test drive, however, was the moment gravel gave way to smooth Limpopo tar. The well-insulated cabin hushed right down and the KB seemed to rejoice in its new-found cruising refinement. While I instinctively attempted to reach for a sixth cog as the speedometer hovered around 120 km/h, it has to be said that the new KB is certainly among the class leaders in terms of all-round ability (especially on-road comfort). I still think the Volkswagen Amarok, especially with its newly launched eight-speed automatic transmission, wins the on-road (predominantly leisure-vehicle) double-cab tussle. But, the new Isuzu KB definitely looks set to take the fight straight to the rugged Ford Ranger’s doorstep. One thing I am sure of is that the launch of the sixth-generation KB is yet another body blow, especially in on-road capability, to the ageing Toyota Hilux.
For full model line-up details and pricing see this post
Specifications*
Model: Isuzu KB 250 D-TEQ LE 4×4
Engine: 2,5-litre direct-injection turbodiesel
Power: 85 kW at 3 600 r/min
Torque: 280 N.m between 1 800 and 2 200 r/min
Fuel consumption: 7,9 L/100 km
CO2: 208 g/km
Price: R384 100
Service plan: five years/90 000 km
*All manufacturer’s figures
