Forty two years ago General Motors South African began local production of light

commercial vehicles, an activity that has since grown from strength to strength in
establishing the brand as one of the country’s major players.

Isuzu is a Japanese vehicle and engine manufacturing company headquartered in Tokyo

with assembly and manufacturing plants in the Japanese city of Fujisawa as well as in the
prefectures of Tochigi and Hokkaidō. In most of Africa and Asia, the company is mostly
known for trucks of all sizes but this year marks the 33nd anniversary of Isuzu’s presence in
South Africa, where the brand has long established itself as a leading player in the pick-up –
both private and business – and commercial vehicle sectors of the local industry.

The company’s roots, however, stretch back almost a century, to 1916 in fact when the
Tokyo Ishikawajima Shipbuilding and Engineering Company Limited (with capital amassed
from its highly profitable business) and the Tokyo Gas and Electric Industrial Company got
together and formulated a plan to build motor vehicles, starting with the A Truck. Two years
later, the Ishikawajima Automotive Works entered into a technical cooperation with Wolseley
Motors Limited in England to produce under licence the Wolseley A9 and the first car rolled
off the Fukagawa production line in 1922, in doing so becoming Japan’s first-ever locally-
produced passenger car.

In 1923 the company “unofficially” began building the CP 5-ton truck for the Japanese
government but production was interrupted in September when the Great Kanto Earthquake
(magnitude 7,9) and fire completely destroyed the Fukagawa factory, including design
paperwork. But rebuilding commenced immediately and, remarkably, in March the following
year, the go-ahead was given to produce the first Japanese-built Wolseley CP truck, which
then qualified as an official military vehicle by the Japanese government.

With a few years manufacturing experience behind it, in 1927 the company ended its
agreement with Wolseley and began manufacturing the Sumida (named for the Sumidagawa
River, Tokyo's main river), which was designed locally and built from 100 per cent Japanese
materials. It was offered in two wheelbases and with an A6 or A4 petrol engine that earned a
reputation for being powerful and economical. (A Model M bus version survives to this day
as part of Isuzu’s museum collection.) The same year, Tokyo Ishikawajima Shipbuilding and
Engineering Company Limited set up the Ishikawa Automotive Works Company Limited as
an independent operation.

In view of the growing demand for motor vehicles, the Japanese government promoted a
domestic automobile industry, and following a meeting with the Ministry of Trade and
Industry, it led to renaming the truck Isuzu, after the Isuzu River that flows past the Ise
Grand Shrine in the Mie prefecture, the most sacred Shintō shrine in Japan. The word Isuzu
translated into English means ‘fifty bells’. In 1933, Ishikawa Automotive Works merged with
Dot Automobile Manufacturing Incorporated to establish a new company called Automobile
Industries Company Limited with a capital of one million yen. This company established a
diesel research committee in 1934 and poured its energies into the development of diesel
engines, a technology that had not yet been commercially established even in the advanced
nations of Europe and North America. In 1936 the company introduced the air-cooled 5,3-
litre DA6 diesel engine, followed three years later by the DA4, which went on to serve as the
foundation of all later generations of Isuzu diesel engines.

These were Japan’s first commercial diesel engines and marked a breakthrough in the
history of diesel engine development. Automobile Industries was merged with two other
companies into Tokyo Automobile Industries Company Limited in 1937 and in 1941 the
Japanese government designated the company as the only one permitted to manufacture
diesel-powered vehicles. The company was renamed Isuzu Motors Limited in 1949 and
established itself as an industry leader in diesel engine technology.

Following the end of World War II there was a need to re-establish vehicle production to
meet an increasing demand for transportation and during this period of activity, in 1950,
Isuzu produced the DA80 – Japan's first diesel V8 engine. In addition, the company created
an advanced pre-combustion chamber process, which it had developed through hostilities
into the post-war era to become the industry's standard indirect-injection combustion
chamber design, known for delivering high performance.

With the technical assistance of Britain’s Rootes Group, production of the Hillman Minx
began in 1953, reaching 100 per cent local content by 1959. The arrangement lasted until
1965, two years after Isuzu had started production of its first in-house passenger car design,
the Bellett, which heralded a number of Isuzu passenger cars in the years to come – Bellet
GT, Florian, 117 Coupé, Gemini, Piazza and Aska – some of which boasted design work by
Giorgetto Giugiaro, ItalDesign and Corrozeria Ghia as well as engineering input from Lotus.
During the 1950s, Japan was recovering from a period of fuel shortage and the launch of a
bonnet-type truck in 1959 had led to a surge in company sales thanks in the main to the
excellent fuel economy of its DA640 diesel.

Isuzu developed Japan's first diesel engine for passenger cars, the DL201, in 1961, and was
presented with the 1961 Technological Award by the Japan Society of Mechanical
Engineers. In 1964, a DL200 version was fitted in 1964 to the Elf, Japan's first cab-over light-
duty truck that dominated the sales charts for more than 20 years. The Elf was launched in
South Africa in mid-1975.

In 1968 Isuzu produced its 400 000th post-war truck, and in 1970 the company’s annual
domestic sales exceeded one million vehicles for the first time. Such was Isuzu’s
performance that it attracted General Motors’ interest and in July 1971 an Affiliation
Agreement between Isuzu and GM was concluded in which the American giant obtained
34,2 per cent of the Japanese company’s shares.

The alliance soon took positive effect. An Isuzu one-ton pick-up designed and tested in
Japan and Arizona, USA was simultaneously launched in America and South Africa in 1972
as the Chevrolet LUV (Light Utility Vehicle). The local version was powered by a 1,6-litre o-h-
v petrol engine developing 65 kW mated with a four-speed gearbox. Its payload was 1 250
kg and the launch price was R1 725. A CAR magazine road test described an early imported
unit as “neat but not particularly beautiful, yet it is practical and good value for money”. The
LUV was soon to be assembled at GMSA’s Kempston Road plant and it consistently placed
in the top 10 of best-selling light commercials.

In 1973, Isuzu-based trucks were introduced for the first time to South Africa when 12
models were added to GM’s existing Bedford line-up. This was followed in 1975 with the
introduction of the Isuzu SBR422 with its high-speed direct injection diesel engine that set
new standards for performance and economy for medium trucks.

Then, in 1978, GMSA launched a new pick-up that spawned a model line that continues to
this day as a leading contender in the market place. The facelifted LUV was released but this
time properly branded as an Isuzu. “This change of name will bring this general purpose
pick-up into the commercial vehicle family marketed by GMSA, which is where it really
belongs. We are proud of General Motors’ association with this famous Japanese vehicle
manufacturer,” said a company spokesman. The 1,6-litre petrol engine continued in the
KB20 and a 2,0-litre indirect injection diesel developing 44 kW and 121 N.m of torque was
fitted to the KBD20. Launch prices were R3 485 and R4 295, respectively. “Rougher to
operate than the petrol-engined LUV, but it is an honest vehicle, much more economical –
and it runs like a train”, was CAR’s road test verdict. The KB story had begun...

And as a sign of GMSA’s long-term belief in Isuzu, local production was centred on Opel and
Isuzu sourced products as the Holden, Vauxhall and Bedford brands were phased out.
Complementing this faith was the invaluable assistance given by Isuzu’s engineering division
in converting GMSA’s medium and heavy commercial vehicles to South Africa’s short-lived
ADE diesel engine programme.

Meanwhile, in Japan, the three-million production mark was achieved that included the one-
millionth export vehicle shipped in the August, and in the following year Isuzu achieved
annual sales of 100 000 diesel engines, a first for a Japanese manufacturer. Mid-1979 saw
the South African introduction of the Isuzu KB40, the first petrol and diesel powered four-
wheel drive pick-up from Japan. It featured on-the-move engagement of 4wd and front hubs
that could be locked by stopping and reversing for a short distance. “A new generation of
four-wheel drives has arrived,” was a test summary. “A surprising and attractive vehicle at a
reasonable price. It should have a bright future in South Africa. ” The KB25 – a long-
wheelbase version of the KB20 – was also introduced.

By the end of the decade, Isuzu led the industry in the field of direct-injection diesel engines
for light-duty trucks, and in 1981 introduced a design that featured both high output and low
fuel consumption. In addition, it was Isuzu that developed the world's first full-scale
electronically-controlled diesel for both light- and heavy-duty trucks. Isuzu also led the
industry in developing ceramics for diesels. The company developed the Ultra Quick-on Start
(QOS) system in 1981, which – for the first time in the world – eliminated pre-heating time
during start-up. QOS incorporated a newly-developed ceramic glow plug with high heat
resistance and electronic control, features that became indispensable for diesels, especially
in passenger cars. In South Africa, Isuzu KBs were to become the first pick-ups to feature
rack and pinion steering and independent front suspension.

The year 1981 turned out to be a busy time for Isuzu. The Trooper 4x4 SUV was introduced
and the KP pick-up was released in the USA as the Isuzu P’up rather than as a badge-
engineered Chevrolet. An advanced passenger, the Piazza, was developed for the
Japanese market in a record two years from prototype to production and soon after General
Motors, Ford and Chrysler each imported a model to reverse engineer and integrate Isuzu
design and technology into their own products.

In South Africa, GMSA launched the second-generation KB pick-ups – KB20 swb, KB25 lwb
and KB41 four-wheel drive – each available with either a petrol or diesel engine. New styling,
a bigger cab, revised suspension and brakes and a double-skinned load box were among
the changes. Much was made of the model’s “passenger car looks and feel” but “Isuzu
believes in building vehicles that are tough,” the company stated. Pricing ranged from
R5 610 to R8 840. A road test described the KB21 as “a good working and general purpose
bakkie, less Spartan than before and particularly well-suited to dual-purpose operation.”

At the end of 1981, the Trooper was introduced with two spec options and a choice of a
petrol or diesel engine. It featured two- and four-wheel drive plus high/low gear ranges and
an independent front suspension – a 4wd rarity at the time. Priced between R15 700 and
R18 180, it was the lowest-priced 4wd SUV on the market.

The KB range was upgraded late in 1982 with the addition of an overhead-cam 1,8-litre
engine replacing the 1,6 petrol in all but the base KB21, which received revised gearing for
more load-hauling capability. The up-spec KB21 LE gained a five-speed gearbox, and was
described as introducing “new standards of operating comfort and efficiency in the popular
Isuzu range from GM”.
This launch was soon followed by the release of the Isuzu Piazza (which went on sale in the
USA as the Impulse). This Giugiaro-designed coupé received rave reviews and CAR said it
“could well set new trends in practical car design”. “Under its sheer lines it presents a display
of Japanese mechanical engineering and electronic technology which is all but unrivalled,”
the test went on. This striking car was only ever going to be imported in limited numbers – it
was priced at R28 000 – so was “sure to become a collector’s item in the future”.

In 1984 the Trooper was introduced into the US as GM discontinued the Chev LUV pick-up.
Early the same year, the Isuzu WFR long-wheelbase high-roof panel van and 16-seater
minibus were introduced to South Africa. Both were powered by a 1,8-litre petrol engine
mated with a four-speed gearbox. Despite their length, the vehicles had a tight turning circle,
which made for good manoeuvrability. Prices were R11 950 for the van and R12 950 for the
minibus. The van was superseded by a ‘semi-blind version’ at the end of the year – load
capacity was 6,9 cubic metres.

Following the launch in 1984 of the WFR van and minibus, a 2,2-litre diesel engine was
introduced to replace the 1,9 in the KB pick-ups. The motor produced 45 kW and 130 N.m of
torque at 2 200 r/min and was fitted to the KBD22 and KBD22 LE swb models together with
a five-speed gearbox, and to the lwb KBD27 plus the KBD42 and KBD42 LE four-wheel
drive derivatives that all retained a four-speed ’box. Detail improvements were made to the
entire KB range. In a test of the KBD22 LE, it was stated “if a diesel-powered bakkie is right
for you, this must be one of the most attractive options”. Soon after the 2,2 diesel, a 2,0-litre
petrol was introduced to the range, along with various upgrades including improved interior
trim, ventilated front disc brakes, auto-lock free-wheeling front hubs and bigger wheels and
tyres. A 2,0-litre KB43 LE fared extremely well in a CAR 4x4 group test along the Cape West
Coast in November 1984.

It was at this time that Isuzu revealed an automatic transmission development that was a
variation on what is termed today as a continuously variable transmission. Called NAVI-5
(New Advanced Vehicle with Intelligence – 5-speed), the gearbox was equipped with an
electronically-controlled hydraulic clutch and gear shift. The transmission offered gear range
selection and was even capable of skipping gears. The absence of a torque converter
meant that changes were always crisp, and took place in less than a second – a notable
achievement for the time. The test mule – an Isuzu Aska, which was effectively a Japanese
version of what was sold in South Africa as an Opel Ascona – even boasted Hill Start Aid to
prevent the car from rolling backwards. NAVI-5 was lighter than a conventional autobox and
was claimed to be 12 per cent more economical.

General Motors South African became the locally-controlled Delta Motor Corporation in 1986
without affecting the company’s relationship with Isuzu Motors. A minor facelift and a switch
to a 2,0-litre engine for the WFRs took place in mid-year as well as a host of upgrades to the
entire KB eight-model line-up, which ranged from a short-wheelbase KB21 1,6-litre petrol to
a KB43 LE 4wd 2,0-litre diesel and with prices spanning R13 000 to R20 475. Isuzu KBs
accounted for 25 per cent of the one-ton pick-up market at the time. Back in Japan, total
export sales exceeded three million units.

In 1987 Isuzu Japan celebrated its Golden Anniversary and opened truck production plants
in America, and SIA (Subaru-Isuzu Automotive) is established as a joint venture with Fuji
Heavy Industries, the parent company of Subaru. In South Africa, a Fleetside version of
the KB21 that featured numerous extras as standard for a R300 premium was added to the
range mid-year, followed by upgrades to all models with variants increased to 10.
A new, lightweight 2,3-litre petrol powered the KB24, KB24 LE, KB29, KB44 and KB44 LE
and a 2,5-litre direct-injection diesel was fitted to the KBD23 LE and KBD28. All were mated
with a five-speed gearbox. Retained were the 1,6 petrol in the base KB21 Fleetline and the
2,2-litre diesel in the KBD22 and KBD42. Fuel tank capacity was raised from 53 to 73 litres.
Increased ground clearance of 60 mm and larger wheels resulted in the KB44 models being
called Highlift. All 4wd models featured a local Borg Warner locking rear diff, and a test of
the KB44 LE suggested it was “... well built and packaged to appeal to the leisure market ...
has the off-road capability to match its looks ... the ability to transport people to distant off-
road spots in car-like comfort”.

In Japan, the 1988 production figure for heavy duty diesel engines at the Kawasaki factory
passed the two-million mark and Isuzu became the No 1 truck maker in the world, a position
it retained for two more years. In South Africa, Delta produced the WFR under its new name
of Isuzu Relay with a number of refinements over its predecessor. Prices were R33 315 for
the van and R37 150 for the 16-seater minibus.

The third-generation KB appeared mid-1989 by which time over 80 000 units of the popular
pick-up had been sold in South Africa. Japanese and local engineers were involved in the
vehicle’s development and a lot of attention to detail was evident in the product, such as
three-fold door seals to combat local dusty operating conditions. The cab was claimed to be
the biggest in class, and so was the long-wheelbase models’ load bed. Five-speed
gearboxes were standard across the range as was a rear diff lock on 4x4 derivatives, which
was optional on 4x2s. Ride height was increased by 20 mm on standard pick-ups and 120
mm on the four-wheel drives.

The range comprised KB160 base and Fleetside, KB230 swb, lwb and LE, KB250D swb, lwb
and LE plus four-wheel drive KB230 lwb and LE and KB250D lwb LE. In subsequent CAR
road tests, the KB230 LE was summed up, “We were impressed with the general build
quality ... It’s a tough, refined and fun-to-drive bakkie with the bonus of really handsome
styling”, and the 4wd version was described as “the Sylvester Stallone of the 4x4 bakkie
crowd”. The 250D was rated as being “fun to drive” and the KB models in general having
“proved their worth”. “A well-screwed together workhorse with some honest design features
conceived specifically for the South African market,” summed up the KB160 Fleetside.

For the 1989 fiscal, Isuzu’s Japanese production of medium and heavy duty trucks (over 6,1
tonnes GVW) was the highest in the world. In partnership with Sumitomo Metal Industries, in
1990 Isuzu introduced the world's most compact retarder for the braking systems of heavy
duty trucks. The following year, the world’s first prototype electric truck was completed by the
company.

In 1992, American Isuzu Motors Inc. achieved one million unit sales while the
Trooper received the 1992/1993 Japan Car of the Year Selection Committee Award. Here in
South Africa, a new 2,6-litre petrol engine replaced the 2,3 except for the base KB230 swb
and lwb models. The 78 kW/195 N.m motor was described as being” among the finest
commercial units of its type” and in a KB260 LE 4x4 test, the improved performance and
excellent off-road ability musters a very strong argument in favour of this Delta product”. A
Rhythm option for the Relay minibus was launched with (amongst a few minor changes)
jazz-inspired graphics to appeal to commuters “who are looking for an entertaining
alternative in their daily travel experience”.

A Trooper fared well in a 1993 five-vehicle CAR group test of luxury 4x4s into the
Richtersveld but the surprise package was the launch of a Turbo Blazer version of the 4wd
KB26, the first time a South African manufacturer had introduced a turbocharged petrol-
engined bakkie. The engine produced 100 kW at 4 600 r/min and 268 N.m of torque at 2 300
and was developed locally in Port Elizabeth at GM South Africa’s Engineering Centre. It was
joined in the line-up by a new 2,8-litre turbodiesel developing 64 kW at 3 600 r/min and 210
N.m at 2 200. Just as significantly, the first KB double-cabs were introduced into the range –
a KB260 LE 4x4 and a KB280DT. The advent of the “double cab” in South Africa at the time
was an industry first and was the result of much negotiation and discussion with Isuzu in
Japan as historically, the “crew cab” as it is known elsewhere was a pure working vehicle
that had the capability to transport more than 2 occupants. Many hours were spent
convincing the Isuzu product planners to add features such as radio’s, air conditioners,
power windows etc…..to meet the needs of this emerging leisure/workhorse dual purpose
South African need that has today become an integral part of the local automotive world.

Another Isuzu technological highlight appeared late in 1993 when the company revealed its
ceramic adiabatic (i.e. impassable to heat) diesel, a turbocharged 3,0-litre V6 developing
135 kW at 4 500 r/min plus 15 kW from each of two turbine-driven electric generators.
Intended for installation in the Trooper, the advanced use of ceramics precluded the engine
requiring a conventional cooling system – and it was believed that ultimate development of
the engine design would possibly eliminate a lubrication system as well... Less dramatically,
2,0-litre petrol engines join the local KB range – to become the only bakkie on the market
with an engine this size – and in a test of a KB200 Fleetside it was suggested that in terms
of power and performance the 2,0-litre “comes out smelling of roses”.

A Trooper won the Marathon Class in the 1994 Paris-Dakar Rally, and later in the year
finished first in the Pharaoh Rally. Isuzu achieved the cumulative diesel engine production
total of 10 million units and announced a new vehicle exchange programme with Honda.

In the first local test of an Isuzu double-cab, the 1995 KB260 LE DC 4x4 was rated as “a
practical and capable off-road leisure vehicle for the family man” and, despite its basic
design being six years old, “it’s not just a pretty face, because it shapes up well in the
rough”. A long-awaited 4wd version of the KB280DT DC appeared in the same year with a
clear fuel economy advantage over equivalent petrol-engined models.

Facelifted KBs were introduced in mid 1996 including two new diesel models – a KB250D
DC and 4x4 pick-up – taking the line-up to eight petrol and 11 diesel derivatives with prices
ranging from R64 035 to R149 875. The KB250D DC was described as “making a lot of
sense for those requiring a compromise between a rugged pick-up and the space and
comfort of a passenger car ... and thanks to the diesel motor has good fuel economy”. By
this time a number of competitive double cabs had entered the market and in order to create
some excitement prior to the introduction the following year of the 4th generation a Limited
edition KB260 and KB280D double-cabs tagged Frontier and Reef were introduced with
added features. The GM South Africa team researched customers’ needs and identified that
off roading was gaining popularity and conceived the unique “Frontier” available only in
desert beige, fitted with a bespoke off road front bumper, winch and durable interior trim only
a limited number were built which sold out in months. At the same time, the “Reef” model,
aimed fairly and squarely at the surfer / beach goer market was developed featuring a
standard canopy and custom side decals along with alloy wheels and larger tyres. Delta was
the leading exporter of commercial vehicles during the first half of 1996, the total of 895 units
included 719 Isuzus.

Multiple South African saloon car champion Hennie van der Linde ran a tuning business and
developed a performance conversion for the KB260 that for around R4 000 “gave the
performance of a 3,0-litre V6 but with the fuel consumption of a smaller four”.

1997 was a significant year for a number of reasons. Firstly, the Isuzu VehiCROSS – a 1993
Tokyo Motor Show concept car – was put into production overseas following overwhelming
positive reaction. The dramatically-styled sport-utility was described as a “space-age 4x4”
and showcased a number of radical SUV features. (A concept convertible version appeared
in the 2000 movie Mission to Mars.) and an example was brought to South Africa for display
at the 1997 Johannesburg International Motor Show. In South Africa, the KB series went on
to be the country’s best-selling one-ton pick-up for 2 years in a row its success was
coincident with the launch of the fourth-generation model, which boasted a host of detail
improvement to enhance the KB’s growing popularity. On the business front, GM took up an
option to take a 49 per cent share of The Delta Motor Corporation.

Late in the year, in a CAR test of the KB200 DC it was stated “the KB does not dominate the
double-cab market without good reason and the latest model makes it plain why. To the
established comfort, space, reliability and durability, the latest generation adds good looks, a
less commercial-looking interior and an air of refinement”.

General Motors and Isuzu formed DMAX in 1998, a joint venture to produce diesel engines.
Locally, the five-door KB-based Frontier is launched, an initiative to further expand the ever
growing Isuzu “leisure” positioning. The Frontier was based on the Isuzu Rodeo, a shorter
wheelbase than the pickup yet sharing many of the same components of the pick up. One of
the most impressive features of the Frontier was it’s rear seat legroom that turned it into one
of the most sought after early SUV’s in the market. Powered by the 2,8-litre turbodiesel
engine and offered in 4x2 LE (R159 305) and 4x4 LX (R187 754) configurations, both with a
rear diff lock as standard. “Bound to win many friends ... a good-enough compromise to be
taken seriously by people who would like to respond to the call of the wild,” was a test
verdict. A new, high-tech 140 kW/265 N.m 3,2-litre V6 petrol engine is offered on the Frontier
and in four KB pick-ups, priced the same as the equivalent 2,8 turbodiesel models.

For the 1999 model year, the 2,0- and 2,6-litre carb-fed petrol fours are replaced with a new
70 kW/170 N.m 2,0- and 85 kW/190 N.m 2,2-litre fuel injected motors. Side impact beams
are fitted to all KB and Frontier derivatives. The KB220 LE was described as a “likeable,
usable, robust-feeling bakkie with some sensible creature comforts to make it an appealing
workhorse” and the Frontier 320 LX as having “good looks and a lusty engine” and “the
ability to transport people and cargo in a variety of configurations to most off-road
destinations”. The flagship Trooper was upgraded, including the fitting of the 3,2-litre V6.
Corporate activity saw GM raise its stake in Isuzu to 49 per cent, effectively gaining control
of the company.

The KB200 lwb was the first featured test in the new millennium and it was stated as being
“capable and civilised”. Later, the KB250Dc DC 4x2 came under the spotlight, in particular
with its diesel engine’s ‘c’ moniker, which stood for ‘compensator’ that actually meant a low-
pressure turbo, fitted, primarily, to afford strong performance at altitude – in effect 11,5 per
cent more power and 16 per cent more torque over the naturally-aspirated 2,5 motor. The
fuel-thrifty workhorse “made sense, particularly for short-haul use”. It was at this point in time
that the Isuzu diesel engine dominance started to emerge in South Africa with a line up
covering workhorse 2.5 litre naturally aspirated and compensated engines plus the powerful
2.8 litre turbo diesel..

Early in 2002, Fuji Heavy Industries bought Isuzu's share of the Lafayette, Indiana plant and
Subaru-Isuzu Automotive became Subaru of Indiana Automotive. Also at that time, Honda
and Isuzu cooperatively ended their vehicle exchange agreement. Later in the year, Isuzu
began to re-purchase its stock from shareholders, primarily General Motors, reducing GM's
share to 12 per cent as part its comprehensive recapitalisation plan. As part of this
reorganization, GM gained full control of DMAX as well as ownership of all diesel engine
designs from Isuzu.
A freshening-up of the KB range took place in 2002 including a change to an all new,
high tech 3.0 litre direct injection turbo engine with the addition of an intercooler. An
electronic radial plunger distribution pump replaced the 2,8’s mechanical injector
pump, helping to achieve a 30 per cent power increase to 96 kW and raising peak
torque by 15 per cent to 265 Nm, produced at a low 2 000 r/min. The improved
drivetrain enhanced what was already regarded as an impressive vehicle, the
double-cab in particular earning high praise.

In 2003, Isuzu produced more than 16 million diesel engines as the company fought
hard to overcome the Asian economic crisis, and met the challenge by achieving its
recovery target in April 2004 – one year ahead of schedule.

Isuzu in South Africa continued to grow its brand reputation and market share, firmly
entrenched as one of the top 2 pick-up brands despite the 4th generation KB
reaching the end of its lifecycle. In 2004, GM regained full control of the South
African operation and, after investing R500 million in tooling and facilities, welcomed
the start of production of the 5th generation KB range. The new model line-up
comprised nine pick-ups priced from R147 949 for the base KB240i Fleetside to
R240 631 for the KB300TDi LE 4x4, and six double-cabs listed from R214 605 for
the KB240i to R323 133 for the range-topping KB300TDi LX 4x4. Two petrol (2,4 and
3,5 V6) and two turbodiesel (2,5 and 3,0) engines were on offer, with a 2,0-litre petrol
added later in the year. No short-wheelbase models were available. All LX
derivatives boasted ABS brakes with EBD.

In 2006, Isuzu Japan purchased its remaining shares from the GM Corporation, but
stated the companies would continue their relationship specifically here in South
Africa where both the Isuzu KB series and N & F series medium and heavy duty
trucks were rapidly gaining popularity. Prior to this (in late 2005) the first work had
started on the replacement of the 5th generation Isuzu KB and GM South Africa’s
planners, marketing and engineering teams were engaged by Isuzu to provide key
inputs for the next generation pick-up.

GM, in parallel to the Isuzu developments were also looking to enter this global,
medium duty pick up segment and concluded that a partnership with Isuzu was the
best way to achieve this objective. As a result, late in 2006 Isuzu and GM agreed to
establish a joint venture called LCV Platform Engineering Corporation (LPEC) to
develop the architecture for the new pick-up, with Isuzu & GM free to develop
specific brand derivatives off this common platform. Teams from Japan, Brazil,
Thailand and South Africa were assembled and the joint venture development kicked
off in early 2007.In the meantime, towards the end of 2007, the local KB range
received a major facelift and an extended-cab version was introduced into the line-up
to further expand the wide range offering and serve the ever increasing dual purpose
needs of the South African consumer.. A mild facelift along with some interior
enhancements were the major visual changes but the powertrains were the big
news. An all-new 2.5 litre D-Teq turbodiesel was introduced producing 85 kW and
280 Nm and the 3,0-litre upgraded with a variable geometry turbo charger to produce
120 kW and 360 Nm (333 Nm for autobox applications). The 58 kW/170 Nm 250
Double Cab motor continued unchanged – this engine had fast become the
“workhorse” of the KB single cab fleet delivering superb fuel economy.
The petrol-fuelled engine offerings retained the 88 kW/174 Nm 2,0-litre and 94
kW/207 Nm four-cylinders but included a new 3,6-litre V6 producing 155 kW and 300
Nm of torque fitted to extended- and double-cab derivatives. An auto transmission
was available on the 3,0-litre TD and 3,6 V6 double-cabs. All models carried a five
years/90 000 km service plan.

Glowing media reports followed these upgrades with the KB range securing second
place in both single and double-cab market segments and a test summary of a
KB250D-TEQ LE Double Cab 4x2 stated that “it seems you can have any
engine/transmission/ body style configuration you could possibly desire with the new
Isuzu KB range”.

A 20 000 km test of a KB300D-TEQ DC LX 4x4 described it as being “a gentle giant”

that made “taking the long way home very rewarding”. At the other end of the engine
line-up, the 2,4-litre engine was described as having a “refined hum”.

By 2009, Isuzu had produced over 21 million diesel engines and was a key supplier
to both General Motors and Renault. In South Africa the following year, KB D-TEQ
pick-ups went to Gerotek auto test facility in Gauteng and successfully beat speed
and distance records previously held by the Toyota Hilux. Each of the 1-, 3-, 6-, 12-,
24-, 48- and 72-hour average speed records were bettered by close to 10 km/h, and
the 100, 200, 500, 1 000, 2 000, 5 000 and 10000 km average speeds were all
improved by between three and 10 km/h. “Breaking these relatively new 72-hour
speed and distance records has allowed us to demonstrate the tough constitution of
these bakkies, their efficiency, reliability and durability under the most arduous
conditions,” said a company spokesman.

In the meantime, the 6th generation Isuzu KB in Thailand continued to make progress
as development vehicles started to take shape and testing commenced.

Meanwhile, as the current 22-model fifth-generation KB pick-up continues to hold its

own against newer generation rivals, a 2010 CAR six-model comparative test
included a KB300D-TEQ DC LX 4x4 and summarised the whole test with “The KB is
an oldie but a goodie – as proven and trusted in many circles as the (Toyota) Hilux.
Isuzu’s stance of ‘if it ain’t broke, don’t fix it’ is understandable as a good balance of
respectable on- and off-road ability count in its favour...”

Today, Isuzu has a global diesel engine production network, sparing no efforts to
develop low-impact, clean diesel engines in response to a growing market need.
Isuzu diesels – which range from 1,0 to 30,0 cm3 – are highly accepted and praised
and are used by automotive companies in Europe and USA.

The sixth-generation KB was launched in 2013, and following an announcement that

GMSA had reached an agreement with Isuzu to study expanding exports of its Isuzu
light commercial vehicles in sub-Saharan Africa. The Isuzu name is recognised
worldwide for its leadership.