Longer-Wheelbase N-Series Trucks Deliver Class 6 Capabilities In A More Maneuverable and Competitively Priced Package.

Grow your business with a 2009 NQR or NRR Longer Wheelbase model that combines the maneuverability of a low cab forward truck with the extra cargo area of a 22-ft. or 24-ft. body. That’s up to 20% more area than previous models accommodated. This means fewer trips and more efficient loads.

NQR and NRR trucks deliver this capability in a more competitively priced package than bigger trucks. Compare a 24-ft. N-Series to a Class 6 conventional truck – you’ll like the Isuzu-built difference!

Isuzu-built N-Series trucks are available with 200-inch and 212-inch wheelbases permitting 22- and 24-foot body lengths, respectively, with a 19,500 lb. GVW and a payload allowance of 13,234 lbs. NQR models are now available with a 200-inch wheelbase to accommodate 22-foot body lengths. This configuration is a 17,950 lb. GVW truck with a body/payload of 11,749 lbs.

Longer Wheelbase N-Series trucks are the perfect solution for key vocations that need to haul more volume, rather than weight:

• Furniture/Moving & Storage
• Snack Foods
• HVAC
• White Goods
• Insulation
• Irrigation Supply

Because the Isuzu built chassis is manufactured as an incomplete vehicle, it must undergo a convoluted process of upfitting the rear body and other support equipment prior to being delivered to the end user. During the upfit process the engine may be stopped and started dozens of times before you takes retail delivery. That repetitive stopping and starting of the engine without ever completely warming up may cause the Diesel Particulate Filter (DPF) to become partially clogged. If this occurs, the AMBER colored Regeneration light will illuminate on the instrument panel (see illustration). If the DPF is severely clogged, the RED colored Regeneration light will illuminate.

If the AMBER or RED light is on, perform an “emergency” DPF Regeneration by following either of the processes described below.

Drive the truck above 30 mph for at least 20 minutes until the GREEN Regeneration “ON” lights goes off

OR…

Park the truck, place transmission in Park or Neutral, set the parking brake, turn the idle control knob down to the lowest idle speed and then depress the DPF Switch on the instrument panel. Do not drive the truck or interrupt until the GREEN Regeneration “ON” light goes off.

You’ll know the DPF is Regenerating because the GREEN light will be on. If the RED light is ignored, the engine horsepower will be significantly reduced and the ORANGE Engine Malfunction indicator light will illuminate.

Your dealer can explain the DPF Regeneration requirement for your new truck. Also, you can view the Emissions Systems Operation video CD that is supplied with every new N-Series vehicle.

Whereas EGR increases efficiency and reduces many emissions, it also contributes to the engine producing particulate matter – and the most common particulate filters in the exhaust system can reduce fuel efficiency.

So, Isuzu had a challenge – reduce PM while maintaining or increasing fuel efficiency. Here’s how Isuzu trucks do it:

Our Diesel Particulate Filter (DPF) captures soot and larger sulfate particles in a series of ceramic honeycomb channels.

• Exhaust gases are directed into a cordierite or silicon carbide molded substrate with closed ends.
• Gas passes through the porous material and the particulates are trapped and accumulate on the channel walls.
• Then, an Oxidizing Catalyst controls hydrocarbons.

This particulate filter is designed to last for the life of the truck, and is designed so the average truck owner will only perform off-vehicle filter maintenance one time in the first four years (the actual service interval will vary depending on the vehicle’s duty cycle).

Some buyers totally love diesel and others want a gasoline-powered truck. Truth is, depending on the application, the gas engine may be ideal... or the diesel might be the better fit.

Reality check #1:

Today, diesels trucks cost more – lots more – than a comparable gasoline- powered model. That’s because all new diesels must meet the new NOx and particulate emissions standards set by the EPA – and that affects every diesel on the road. In addition, with larger EGR coolers, closed crankcase ventilation and more complex ECUs and sensors to control regeneration of the particulate filter, today’s modern diesel engine has become more sophisticated (and more expensive to build).

Reality check #2:

A diesel engine offers a longer service life. Typically, they are rated to 300,000 miles. But this Vortec 6.0L V-8 has a 200,000-mile design life. And, an amazing 97% of all Isuzu gasoline trucks ever sold in America since 1993 are still registered today – so they deliver proven reliability. How long do you intend to keep the truck? If it’s going to be low mileage, around 30,000 miles per year, then the gasoline model makes more sense.

Reality check #3:

People tend to think diesel trucks get better fuel economy. They do... under certain conditions. A truck operator can see up to a 30% increase in fuel economy with a diesel – but not if they are using it in a “stop and go” situation where the engine has to be shut off when you reach your location. For that type of application, gasoline is better, which is why it’s perfect for contractors: They drive it to a job site... park... work... then get back in to go home. Load also affects fuel economy – a diesel engine might excel with an exceptionally heavy load, but for most of the applications outlined in this article, working with lighter loads, the gasoline powered N-Series will deliver fuel economy comparable to the diesel engine.

Reality check #4:

Gasoline trucks are more user friendly – they operate just like a car: You can stop at any gas station and top off, just like a car. They sound just like a car. They smell just like a car. And typically, gas engines boast higher horsepower ratings, which help acceleration while on the road. And in most parts of the country, unleaded regular gas is less expensive than diesel – so every time you fill up a gas truck, it costs less.

Reality check #5:

Gas vs. diesel often comes down to purchase price vs. cost of ownership. Diesel engines are more expensive than gas engines because their higher operating pressures require stronger blocks turbochargers, intercoolers and high-pressure injection systems also add to the cost and now, there are the further costs of aftertreatment systems. The truth is, if you haul larger loads, there is no alternative to diesel. But for low-mileage applications with relatively light loads, a gas-powered truck is perfect, especially if you only log 30,000 miles a year or less – then, the operating expense becomes relatively small vs. the buy-in for a diesel. An ideal application would be a contractor who tows a skid-steer loader, doesn’t need a PTO, and has the truck sitting on the jobsite for much of the time. The N-Series Crew Cab design could provide you with more payload, and passenger-carrying capacity!

Here’s the Top 5 countdown of gasoline engine advantages:

5. Gas engines have much greater torque rise, which results in “snappy” vehicle acceleration.

4. In equivalent applications, and designed to equivalent standards, the gasoline engine is lighter than a diesel engine. That’s why they’re favored for vehicles, aircraft and hand-held applications. A 6.2 GM diesel weighs about 160 lb. more than the equivalent 350 cu. in. gas engine.

3. MONEY! Because gasoline engines do not have to withstand the combustion ratio of a diesel and do not require the precision fuel injection system a diesel needs, they cost about 60% less to build than a diesel.

2. Live in a cold climate? Anyone who’s tried to start a diesel engine on a cold winter morning knows the winner here. Diesels don’t have spark plugs like gasoline engines do–so when it’s cold (below 30), the air isn’t hot enough to ignite the diesel fuel. Put simply, gas engines start easier in cold weather.

And the #1 reason:

MONEY, again! Bottom line, a gasoline-powered N-Series Crew Cab costs considerably less than the same truck with a diesel engine. Why? Because gasoline engines emit less oxides of nitrogen and particulate matter than diesels, so to make diesels “cleaner” to pass the new EPA regulations, the engines have to be fitted with sophisticated after treatment systems that add dollars to the base cost of the diesel engine.

Truth is, when it comes to commercial trucks, Isuzu built trucks truly are environmentally friendly in many different areas.

This article discusses the trends in the industry, the latest “green” news, the technology that’s on the current Isuzu models, and ways you can ensure your existing fleet is environmentally friendly.

Industry Trends

Every company wants a public image as being concerned about the environment. That only makes sense, and one of the hottest topics is biodiesel. Three years ago, it was capturing headlines and appeared to be the ideal “fuel of tomorrow” (even though it’s been available in Europe for over 20 years). Today, biodiesel is gaining in popularity and is more readily available across the country.

We’ll cover some of the highlights of biodiesel, but if you want to learn more, please go to: www.biodiesel.org. This site even includes a map to help you find biodiesel retailers across the country.

So what is biodiesel and what makes it so special? First, as the name implies, it is a fuel refined from biological sources rather than from petroleum sources. Biodiesel can be made from a variety of sources, like vegetable oils (the most popular is soybean oil), recycled cooking grease (also known as yellow grease) or animal fat.

The biggest benefit is that biodiesel is a renewable resource. With petroleum, once all of it is pumped out of the ground – that’s it – it’s gone forever (or at least for a million or so years). With biodiesel, all you have to do is grow more vegetables or raise more animals.

Here are some numbers to put it into perspective:

• On the average, the U.S. consumes approximately 140 billion gallons of gasoline per year, more than any other country.
• We use 55 billion gallons of diesel annually.
  (http://reviews.cnet.com/4520-11303_7-6344788-2.html)
• In 2005, about 75 million gallons of biodiesel were produced, tripling the 25 million gallons produced in 2004.
• Biodiesel production reached approximately 300 million gallons in 2006, and is targeted to reach approximately 750 million gallons by year-end.
  (http://www.newsobserver.com/102/story/490962.html)
• In Europe, biodiesel represents 2% of total on-road transportation fuel consumption and is expected to reach 6% by 2010.
  (http://www.emerging-markets.com/biodiesel/press.htm)
• In the U.S., total biodiesel sales amount to less than 1/2 of 1% of all petro-diesel on-road consumption in 2006.
  http://www.emerging-markets.com/biodiesel/default.asp

The key points regarding biodiesel:

• It is made from products farmed here in the U.S.
• It is entirely American-made and refined.
• Biodiesel fuel is non-toxic and biodegradable.
• It reduces our dependence on foreign oil.
• It has the potential to be emissions-friendly.
• Biodiesel may be able to help commercial trucks meet the new, stricter emissions standards in the future.
• Even when blended with existing diesel fuel (B5 or B20), it reduces the amount of diesel fuel used in this country.
• Using B20 (20 percent biodiesel/80 percent petroleum diesel) reduces unburned hydrocarbons an average of 21 percent, reduced carbon monoxide by 11 percent, and decreases particulate emissions by 10 percent.