Words: Francois Steyn | Photos: Supplied by Nissan and Isuzu
I had to give my Prado-driving boss a lift in the NP300 one afternoon and she asked why anyone would consider buying this aged bakkie. I struggled to give an answer, as the basic body shape of the NP300 has been around for more than a decade now and even the 2.5-litre turbo diesel is a bit dated.
Nissan NP300 2.5TDi LWB S/Cab SE
I had to give my Prado-driving boss a lift in the NP300 one afternoon and she asked why anyone would consider buying this aged bakkie. I struggled to give an answer, as the basic body shape of the NP300 has been around for more than a decade now and even the 2.5-litre turbo diesel is a bit dated.
Then I did some research and found that when Nissan launched the 2.5turbo diesel variant of its NP300 Hardbody Single Cab workhorse range in 2008, this common-rail turbo diesel delivered the best in class performance at an affordable price. It’s not fast, yet it still beats the Hilux Single Cab’s meagre 75 kW and the base Ford Ranger’s 88 with 98 kW on tap from 3,600 r/min. These two competitors are fairly closely priced to the NP300, which range between R207 000 and R227 000. If you are willing to pay a premium, the Ford Ranger HP XLS HR (R274 600) churns out 110kW and VW’s Amarok TDi Basic 103 kW at a not too pricey R235 900. For a whopping R370 200 you can get 120 kW from the BiTDi 4-motion Amarok Single Cab, but then you at least get four-wheel drive as well. So the NP is good value for money.
It was strange getting into the test bakkie by turning a key in a keyhole, just like you unlock your front door. In a new vehicle, in 2013! I’ve gotten so used to all the new cars having either remote centre locking as a minimum or keyless entry on the more upmarket models. But it's one less thing that can break and leave you stranded. Once inside, you take a seat on a bench instead of individual bucket seats and if you want to let your arm hang out the window, you have to wind it down yourself. This sounds very primitive and it is, but that is what I liked about the NP300. It’s a workhorse and it’s built to keep working long after your boss has replaced her company car for the third or fourth time. Apart from the four 2-litre and one 2.4-litre petrol models there are five variants with the same 2.5 diesel engine. For R276 200 and R285 900 respectively, you get the 4x2 Double Cab and a 4x4 Single Cab, and then there’s the three 4x2 Single Cabs that have slight differences.
They all deliver 98 kW and 304 Nm of torque at 2,000r/min, but to decide between the three is simple: if you want ABS, airbags and air conditioning, get the SE. If you need a diff lock, take the S or drop all luxuries and go for the base model.
I must admit that I didn’t test the NP300 for what it’s meant for, which is working, but I did drive it to work. In traffic it doesn’t feel slow, but at 120km/h there’s not much left. You can still do 140 comfortably, but you need momentum to keep up this pace. The power steering makes it easy to park and other luxuries include a rev counter, digital clock and tripmeter. Ground clearance on the base and SE model is 180 mm (on 14-inch wheels), which is higher than some of the competitors and the S is a tall 225 mm on 15-inch rims. A 75-litre fuel tank means you’ll do more than 900 km between fill-ups at the claimed 8 l/100 km. The 3 year / 90,000 km service plan, road side assistance, and a 6 year warranty is included as standard. I favour old cars for their simplicity and I really enjoyed the no frills week in the NP300.
Isuzu KB 300 D-TEQ LX Auto
Isuzu just released the sixth generation of its trusty KB range. From the front it looks like nothing else on the road, but from the side (for me at least) it looks like a mix between the Hilux and some Chinese no-name. The latter no doubt a result of the strange-looking wheels.
Apart from more interior space and comfort, there are some clever changes below the skin. The range-topping engine in the new Isuzu KB range is the advanced 3.0 litre D-TEQ engine that is offered on LX specification models. This engine benefits from an upgrade and now has maximum power of 130 kW (up by 10 kW) with 380 Nm of torque, thanks in part to the improved variable-geometry turbocharger. The position of the intercooler in the front of the engine provides not only for improved turbo efficiency but adds an element of pedestrian safety by increasing the distance between the engine and bonnet. The new diesel KBs are designed to reduce service costs and overall costs of operation, for instance, by relocating the oil filter to the top of the engine, at the front, and surrounding it by a drip tray to prevent spillage during replacement.
But that’s not the end of it. The test unit had the new 5-speed electronical-controlled automatic gearbox with optional driver operated sequential manual shift. On lazy big cars, automatic transmission is usually plain annoying, but the ample power from the D-TEQ is a perfect match for this auto ‘box. The new and stronger chassis is longer and wider than the previous model, which adds to stability and comfort, and the suspension has been upgraded as well. High Ride and 4x4 models have longer coil springs at the front and improved 1,360 mm 'over axle' leaf springs at the rear, the combined result of which is a class-leading towing capacity of up to 3.5 tons, for which you need a special high grade tow bar.
All LE and LX models have an electronic diff lock as standard, which can be switched on at speeds below 60 km/h. Above 80, it disengaged automatically. Safety features include ABS with EBD and six airbags on the LX Double Cabs. Even though it’s brand new, the inside of the KB looks familiar. Like the chassis, parts of the interior are shared with the Chevrolet Trailblazer. The strangest feature, however, is the brown leather seats in an otherwise black interior. It does not work the same way brown shoes do not go with black pants. They are comfy though and calling the legroom in the rear 'very generous' is an understatement. I could almost stretch my legs straight sitting behind myself. The multifunction steering wheel houses the audio and cruise control buttons, and the climate control switches are neatly arranged in a circle on the centre console, just like in the Trailblazer. All the models have an RDS radio, front loading CD player and MP3 functionality, with an auxiliary USB input and integrated Bluetooth mobile hands-free functionality. The LX gets six speakers instead of the LE's four. This might be a very capable working bakkie, but inside is SUV-live style and comfort.
The automatic gearbox is only available in 4x2 and goes for R423 400, which is R22 000 more than the 3.0 D-4D Raised Body Raider Auto DC Hilux. Strangely, Toyota’s 3.0 D-4D 4x4 Raider DC is also R23 000 less than the new Isuzu KB 300 D-TEQ LX 4x4, but then the Toyota is not all new and 'only' delivers 120 kW and 343 Nm. The New Ford Ranger XLT models go for pretty much the same prices as the KB equivalents, but then the power is a whopping 147 kW and 470 Nm of torque. As always, only you can decide which one you’d rather be seen in.
Nissan NP300 2.5TDi LWB S/Cab SEIsuzu KB 300 D-TEQ LX Auto
Capacity (cc)2,4882,999
Power (kW)98 (3,600 r/min)130 (3,600 r/min)
Torque (Nm)304 (2,000 r/min)380 (1,800 - 2,800 r/min)
Gearbox5-speed manual5-speed auto
Claimed fuel consumption (l/100 km)8.07.7
Service plan (years / km) 3 / 90,0005 / 90,000
PriceR227 900R423 400
