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Isuzu Faster
Second generation Isuzu P'up (U.S.)
Overview
ManufacturerIsuzu
Also calledChevrolet LUV
Production1972–2002
Body and chassis
ClassPickup truck
LayoutFront-engine, rear-wheel drive
Front-engine, four-wheel drive
Chronology
PredecessorIsuzu Wasp
Holden WB (for Australia, since 1984)
SuccessorIsuzu D-Max
Isuzu Hombre (North America)

The Isuzu Faster is a pickup truck that was manufactured and marketed by Isuzu between 1972 and 2002 over three generations. It was sold under myriad nameplates, most commonly they were marketed under their respective model codes: Isuzu KB for the first and second generations, TF for the third. In Japan, the "Faster" name was eventually supplanted by Rodeo. It was also marketed under a number of other brands from the General Motors portfolio. The Faster was succeeded worldwide by Isuzu D-Max, except in Japan and North America.

First generation (1972)

[edit]
First generation
Chevrolet LUV 2-door pickup (US)
Overview
Also calledIsuzu Faster (Thailand)
Isuzu KB
Bedford KB
Chevrolet LUV
Production1972–1980
AssemblyJapan: Fujisawa, Kanagawa (Fujisawa Plant)
Thailand: Samrong, Samut Prakan
Indonesia: Bekasi, West Java
Philippines: Dasmariñas (Pilipinas GM)
Body and chassis
Body style2-door cab chassis
2-door pickup truck
4-door pickup truck
RelatedIsuzu Florian
Powertrain
Engine
Transmission
Dimensions
Wheelbase
  • 2,600 mm (102.4 in) (SWB)
  • 2,995 mm (117.9 in) (LWB)
Length
  • 4,405 mm (173.4 in) (SWB)
Width
  • 1,600 mm (63.0 in)
Curb weight1,099–1,290 kg (2,423–2,844 lb)
Chronology
SuccessorChevrolet S-10
1980 Chevrolet LUV 2-door pickup (Chile)
Double cab (4-door pickup) using Isuzu Florian rear doors

Isuzu of Japan introduced the KB20 / 25 series Faster pickup in 1972. The regular wheelbase models were designated "20", while "25" referred to the longer version. Derived from the Isuzu Florian, the Faster shared many components, including doors and the front-end assemblage. It served as a replacement for the Isuzu Wasp, a pickup version of the Bellett which preceded the Florian. Both single and twin headlamp front fascia designs were produced.

Due to the exterior dimensions, and engines offered were found to be in compliance with Japanese regulations, the platform was classed in the favorable "compact" designation, and competed with other Japanese made products sold in Japan at the time.

In most export markets, Isuzu rebranded the Faster as the "Isuzu KB".[1] However, the Faster was often distributed through General Motors (GM) retail channels and sold under the Chevrolet brand as the "Chevrolet LUV"—LUV being an acronym for light utility vehicle.[2] Bedford, the European commercial vehicle subsidiary of GM also offered the vehicle under the "Bedford KB" name.[3]

The Isuzu Faster used a traditional pickup truck chassis with a ladder frame and a leaf spring live axle rear suspension. At the front, the A-arm suspension used an independent configuration. The 2,600 mm (102.4 in) wheelbase was similar to its competitors, as was the 1,855 mm (73.0 in) cargo bay. Unlike for the preceding Wasp, there was also a long wheelbase version (KB25) which had 2,995 mm (117.9 in) between the axles, which made for a 2,290 mm (90.2 in) bed.[4]

In 1978, a four-wheel drive version became available, with the KB40 chassis code but sold under the "Faster Rodeo" label in Japan. There was also a double cab (on the longer chassis) version. Sales ended in 1980 when the second generation was introduced. The engine used in most markets was a carbureted 1.6-liter (1,584 cc) gasoline SOHC inline-four of 94 PS (69 kW), which was complemented by a 2.0-liter (1,951 cc) diesel four (KBD) which produced 62 PS (46 kW). Top speeds were 145 km/h (90 mph) and 115 km/h (71 mph) for the gasoline and diesel versions respectively.[4] In Japan, an overhead valve engine (G161) was fitted originally; this produces 84 PS (62 kW) for a 135 km/h (84 mph) top speed.[5]

Australia

General Motors-Holden imported the Faster into Australia from November 1972 under the name "Chevrolet LUV", renaming it "Isuzu KB" in 1977 before it was replaced in December 1980 by the second generation model (badged "Holden Rodeo").[6][7][8] Holden launched the LUV in Australia with the 1.6-liter inline-four gasoline engine delivering approximately 50 kW (67 hp) of power and 110 N⋅m (81 lb⋅ft) of torque.[8] Gaining an early reputation for reliability and durability, these original rear-wheel drive models featured a four-speed manual transmission, short-wheelbase construction, and circa 1,000 kg (2,200 lb) payload capacity.[8]

An update in 1978 expanded the LUV range—now comprising the short-wheelbase KB20 model, the new long-wheelbase KB25 and the four-wheel drive KB40 short-wheelbase.[8] These KB25 and KB40 variants were offered in both cab chassis and utility (pickup) body styles and could be specified with the 1.6-liter gasoline engine or the newly available 1.95-liter inline-four diesel.[8] The diesel produced 45 kW (60 hp) and 113 N⋅m (83 lb⋅ft).[8]

North America

Responsibility of sales in North America was delegated to General Motors. Thus, the Isuzu was retailed via Chevrolet dealerships as the "Chevrolet LUV". The only engine was a 1.8-liter (1,817 cc) SOHC inline-four which produced 75 hp (56 kW).

Sales in the United States began in March 1972 as a response to the Datsun and Toyota pickup trucks, as well as Ford's Mazda-built Courier.[2] To circumvent the 25 percent tariff on light trucks (known as the chicken tax), LUVs were imported in cab chassis configuration, which included the entire light truck, less the cargo box or truck bed and were only subject to a 4 percent tariff.[9] Subsequently, a truck bed would be attached to the chassis and the vehicle could be sold as a light truck.

The LUV's exterior was updated slightly for the 1974 model year, but the first major update came in the 1976 model year, when a three-speed automatic transmission option and front disc brakes were added. Power was up to 80 hp (60 kW) for 1977, and sales continued to rise. An exterior refresh and the addition of a 2,285 mm (90 in) cargo bay option, with longer 2,995 mm (118 in) wheelbase, brought sales up to 71,145 in 1978. The addition of four-wheel drive for 1979 brought the LUV to the attention of Motor Trend magazine, and earned it their second "Truck of the Year" award. The LUV was the first four-wheel-drive minitruck available and set a new trend.[10] Sales peaked at 100,192.

Second generation (1980)

[edit]
Second generation
1981–1982 Chevrolet LUV 2-door pickup (US)
Overview
Also called
Production1980–1988
1980–1994 (Indonesia and Latin America)
AssemblyJapan: Fujisawa, Kanagawa (Fujisawa Plant)
Colombia: Bogotá
Chile: Arica
New Zealand: Trentham
Thailand: Samrong, Samut Prakan
Philippines: Dasmariñas (Pilipinas GM)
Indonesia: Bekasi, West Java (until 1994)
Surabaya, East Java (Holden Lincah/Raider)
Body and chassis
Body style2-door cab chassis
2-door pickup truck
2-door pickup truck (Space Cab)
3/5-door SUV
4-door pickup truck (Crew Cab)
Powertrain
Engine
Dimensions
Wheelbase
  • 2,650 mm (104.3 in) (SWB)
  • 2,995 mm (117.9 in) (LWB)
Length
  • 4,425 mm (174.2 in) (SWB)
  • 4,860 mm (191.3 in) (LWB)
Width
  • 1,600 mm (63.0 in)
Curb weight1,099–1,450 kg (2,423–3,197 lb)
Chronology
PredecessorHolden WB (Australia, since 1984)

The second generation was more commonly marketed worldwide under the Isuzu label (either as the "Isuzu KB" or just plain "Pick Up"). It continued to use the "Rodeo" suffix for the four-wheel drives. The second generation model was the first Isuzu pickup offered in three cab styles: single cab, double cab and "Space Cab" ("Sports Cab" in some markets). Although it had received a completely new body, its chassis remained the same as its predecessor. Sales in the UK continued as the Bedford KB.

This generation was not shared with the GM North American GMT325 platform, which replaced the North American Chevrolet LUV in 1982.

Australia

[edit]

Holden in Australia distributed the second generation Isuzu Faster between January 1981 and August 1988 as the first generation or KB series "Holden Rodeo", for which production started in December 1980.[6][13] Early KBs were fitted with circular headlamps and a horizontal four-bar grille, but a 1983 model year facelift in December 1982 brought rectangular lamps with a 12-port grille insert as well as restyled side mirrors.[13][14]

At launch, Holden made the Rodeo available in utility (pickup) and cab chassis body variants in both rear- (LWB) and four-wheel drive (SWB) layouts. All models featured a floor- or column-mounted four-speed synchromesh manual transmission coupled with the 1.6-liter gasoline or 2.0-liter diesel engines.[15] The 1983 model year update increased these displacements to 1.8- and 2.2-liters, respectively. At the same time a new upmarket "LS" model was issued (coded KB28), fitted with a 2.0-liter gasoline engine and five-speed manual.[16] For the 1984 year model, beginning in February 1984, the 2.0-liter became the base gasoline engine.[17]

With the demise of the Holden WB in 1984, the Rodeo became the only pickup and chassis cab vehicle available from Holden (until the arrival of the car-based Holden VG Utility in 1990). The 1985 model from July the same year[13] signaled another facelift, the release of the two-door Space Cab body style, the debut of a new 2.3-liter gasoline engine, and the deletion of the four-speed manual and column-shift selector (making the floor-mounted five-speed manual standard).[18] From March 1986 (1986 model year), the 2.3-liter became the standard gasoline engine and in April the subsequent year, the 1987 models obtained a final facelift with an open rectangular grille design and optional power steering.[13][19][20]

Versions with unique local specifications were assembled in New Zealand at GM's Trentham assembly plant. These were also badged as Holdens.

Europe

[edit]

The second generation KB was introduced in many European markets, not only Britain, as the Bedford KB. In subsequent years continental markets saw a switch to Isuzu badging as General Motors stopped using the Vauxhall and Bedford brands outside of the United Kingdom.[21] It was called by the model code, Specifications and trims varied depending on market needs, but most received the 1.6-liter G161Z petrol engine with a twin carburettor and 80 PS (59 kW), or the 2-liter C190 diesel inline-four with 54.5 PS (40 kW). Two-wheel-drives were also available on a long wheelbase not offered in combination with four-wheel-drive.[22]

North America

[edit]

The United States continued to receive the Faster under the "Chevrolet LUV" name for the second generation, introduced in 1980 for the 1981 model year. The gasoline engine remained the same, but the LUV was now available with an Isuzu C223 diesel engine making 58 hp (43 kW) at 4300 rpm and 93 lb⋅ft (126 N⋅m) at 2200 rpm. This new engine gave the rear-wheel drive diesel LUV a fuel economy rating of 33 mpg‑US (7.1 L/100 km) city / 44 mpg‑US (5.3 L/100 km) highway.

After the 1982 model year, General Motors stopped selling the Chevrolet LUV (although many '82s lingered on dealer lots into the next year) in the United States in favor of their own S-10 compact pickup. Meanwhile, Isuzu had sold their version in parallel with the LUV since their 1981 entry to the US market, under the name "Isuzu P'up" (short for "pickup"). Isuzu's version received another grille and other differences to set it apart from the LUV, not the least of which is the giant "ISUZU" block letters on the tailgate.[10] The P'up received the same engines as the LUV; either an 80 hp (60 kW) 1.8-liter gasoline inline-four (G180Z) or a 2.2-liter diesel version with 58 hp (43 kW) (C223). Four-wheel drive was available with either engine but only in short-wheelbase form,[23] though some 4WD long-wheelbase diesel are known to exist, possibly dealer-installed or aftermarket conversions. Because of technology-sharing agreement between GM and Isuzu, the diesel was also offered with the LUV's replacement until 1985. Later, the gasoline engine was upgraded to Isuzu's 1.95-liter four and a turbodiesel version was added, with the turbo standard on diesel-engined 4WD models.[24]

For 1987, the P'up gained a "Spacecab" extended cab model.[24] This was only available in LS or Deluxe trim. Also new was the option of a 2.3-liter gasoline four (standard on 4WDs).[24] Production for the Mexican and Latin American markets did not end until 1994.

South America

[edit]

As with North America, the Isuzu KB was generally issued under the name "Chevrolet LUV" in South America. Manufactured in Colombia from Japanese complete knock down (CKD) sets, these models entered production in 1980 to be exported to other South American countries, continuing on until the release of the TF series in 1988. At the start, the versions assembled were the K-26 and K-28. It was offered with a 1584 cc (G161Z) engine.[25] It was also offered a (C190) diesel version of 1951 cc and 62 PS (46 kW).[26] This model of the Isuzu KB only was assembled in Chile via CKD kits from Japanese origin.[26]

  • Isuzu KB 2-door pickup (Chile)
    Isuzu KB 2-door pickup (Chile)
  • 1981 Holden Rodeo (KBD26) 2-door cab chassis
    1981 Holden Rodeo (KBD26) 2-door cab chassis
  • 1985 Holden Rodeo (KB) 2-door pickup (New Zealand)
    1985 Holden Rodeo (KB) 2-door pickup (New Zealand)
  • 1982–1985 Holden Rodeo (KB28) LS 2-door pickup
    1982–1985 Holden Rodeo (KB28) LS 2-door pickup
  • 1988 Chevrolet LUV DLX Crew Cab
    1988 Chevrolet LUV DLX Crew Cab

Third generation (TF; 1988)

[edit]
Third generation
Isuzu TF 4-door pickup (Italy)
Overview
Also calledIsuzu Rodeo (Japan and Thailand; 4WD only)
Isuzu Dragon Eyes (Thailand; 1996–2002)
Isuzu Dragon Power (Thailand; 2000–2002)
Isuzu Fuego (Philippines)
Isuzu Invader (Malaysia)
Isuzu Ippon (Israel)
Isuzu KB (South Africa)
Isuzu Pickup (North America)
Isuzu TF
Isuzu TFR (Thailand)
Isuzu TT Fortigo
Chevrolet LUV
Chevrolet T-Series (Egypt)
Holden Rodeo
Honda Tourmaster (Thailand)
Opel Campo
Vauxhall Brava (United Kingdom)
Bedford Brava (United Kingdom)
Foton SUP (China)
Jinbei Jindian SY10 (China)
JiangLing Baodian (China)
JiangLing Hunter (Philippines)
Winnerway ZH6500/ZH1021LU2 (China)
Xinkai Century (China)
Autorrad Century (China)
GMC Dragon (Mexico; 1996–2001)
GMC Invader (Mexico; 1998–2002)
GMC LUV (Middle East)
Production1988–2002
1992–2017 (China)
AssemblyJapan: Fujisawa, Kanagawa (Fujisawa Plant)
Chile: GM Chile Arica Plant
China: Beijing (Foton), Shenyang (Jinbei), Chongqing (Qingling), Nanchang (Jiangling)
Colombia: GM Colmotores Bogotá Plant
Philippines: Dasmariñas (1989–1992), Biñan (1992–2005) (IPC)[27]
Portugal: Vendas Novas (ITUK)
Thailand: Samrong, Samut Prakan
Tunisia: Kairouan (IMM)
United States: Lafayette, Indiana
Body and chassis
Body style2-door pickup truck
2-door pickup truck (Space Cab)
4-door pickup truck (Crew Cab)
RelatedIsuzu Wizard (first generation)
Isuzu Panther
Powertrain
Engine2.0 L 4G63 I4 (China - Jiangling)
2.2 L I4 (China - Jinbei)
2.2 L 115 hp (85 kW) C22NE / 22LE I4
2.3 L 4ZD1 I4
2.4 L I4 (China - Jiangling)
2.5 L 4ZE3 I4 (China - Qingling Isuzu)
2.6 L 4ZE1 I4
2.5 L 4JA1-T
2.1 L td I4 (China - Jinbei)
2.2 L td I4 (China - Jinbei)
2.4 L td I4 (China - Jinbei)
2.8 L 4JB1-T td I4
3.0 L 4HK1-TC1 td I4 (China - Qingling Isuzu)
3.0 L 4JH1-T
3.1 L 4JG2-T td I4
3.1 L LG6 V6
3.2 L 6VD1 V6 "2.5.L 2500 cc Isuzu C240 (Diesel) (China)
Transmission4-speed automatic
5-speed manual
Dimensions
Wheelbase
  • 2,680 mm (105.5 in) (SWB)
  • 3,025 mm (119.1 in) (LWB)
Length
  • 4,425 mm (174.2 in) (SWB)
  • 4,940 mm (194.5 in) (LWB)
  • 6,150 mm (242.1 in) (Rodeo Camper)[28]
Width
  • 1,690 mm (66.5 in)
Curb weight1,295–1,698 kg (2,855–3,743 lb)

For the third generation (TF), introduced in 1988, the domestic Japanese lineup was divided into two, with the "Faster" label used on rear-wheel drive versions with four-wheel drives now sold as the Isuzu Rodeo. Rodeo became the name used in most markets for this car, but the profusion of labels for different markets continued. Versions sold in the Americas were called Isuzu Pickup and Chevrolet LUV. In the United Kingdom, the pickup was called Isuzu TF and also Bedford Brava from 1988 until 1991 when the Bedford brand was dropped and it became the Vauxhall Brava. The Isuzu was also sold in mainland Europe along with the Opel Campo. This Opel branding was also utilized in the Middle East, parts of North Africa and some Asian countries.

Holden Rodeo was the only name used in Australasia, with the Isuzu KB name used in South Africa and some other markets. The names Isuzu Faster-Z, Isuzu TFR, and Honda Tourmaster were used in Thailand. A Thai-market SUV based on the TF was sold as the Thairung Adventure, produced in semi-knocked-down by Thai Rung Union Car. Names used in other markets include: Chevrolet T-Series (Egypt), Isuzu Ippon (Israel), Isuzu Fuego (Philippines), and as the Isuzu Invader in the north-eastern parts of Malaysia (Sabah). License built copies have been sold as the Jinbei SY10 series, Foton Aoling T-Series in China, where the car has served as a basis for innumerable local copies, authorized and unauthorized.

In Japan, two-wheel drive versions were called "Isuzu Faster", with the "Rodeo" name reserved for four-wheel drive units. In 1992, an updated version of the 4JB1 2.8-litre turbodiesel with direct injection was introduced; while the original 2.8 has 100 PS (74 kW), the direct-injected version offered 110 PS (81 kW; 108 hp) at 3,600 rpm and 23.0 kg⋅m (226 N⋅m; 166 lb⋅ft) of torque at 2,300 rpm. Japanese sales ended in 1994 without replacement, although export markets continued to receive the vehicle until replaced by the D-Max from 2002.

Isuzu Japan had Yokohama Motor Sales manufacture from 1990 to 1993 a 4 berth camper on the Isuzu Rodeo TFS55H chassis platform. This was the popular 4WD version which gave offroad accessibility and comfort. This option only came in the 2.8 litre 4JB1T engine option and 5 Speed manual with low/high transferbox. There was no automatic options offered.

  • 1998 Isuzu Rodeo LWB Camper TFS55H
    1998 Isuzu Rodeo LWB Camper TFS55H

The TF series received a facelift in 1997. Styling was changed, with a more rounded look at the front, and a new-look dash similar to that used in the 1995 to 1997 model Isuzu Wizard. In China, where the TF is still built by Isuzu's local joint venture partner Qingling Motors, it received a second facelift at the beginning of 2015.

Australia

[edit]

Holden introduced the TF series into Australia in 1988, branded as the Holden Rodeo, following on from the name of the previous Isuzu based light truck sold by the brand in Australia. The Holden Rodeo was initially available with a 2.6-liter 88 kW (118 hp) inline-four. A 2.8-liter 74 kW (99 hp) turbodiesel was introduced soon after. Body styles offered were a two-door single cab, a two-door SpaceCab, with space for two small jump-seats (rarely if ever fitted in Australia) behind the front passengers, and a four-door Crewcab, with space for the driver and four passengers. Several trim levels were available, which included DX (base model), LX (mid-range RWD, top of the 4WD range) and LT (top of the range, only available as an RWD petrol Crewcab).

The facelifted 1997 (1998 model year) Holden Rodeo came with a new trim level, LT Sport, available as a four-wheel Crewcab only. Airbags for the driver and front passenger also became an option. By 1998 the 2.6-liter engine was discontinued and a new engine was offered, a 3.2-liter 140 kW (188 hp) V6. This engine was available in both rear- and four-wheel-drive. The rear-wheel-drive version had the same chassis, and thus ride-height as the four-wheel-drive, but without the transfer case and front axle. The 3.2-liter V6 was the most powerful engine in a pickup truck in Australia until it was replaced in 2003 by the new look Rodeo based on the Isuzu D-Max. Accordingly, this engine was the most popular engine in the Rodeo, and the Rodeo sold very well overall, near the sales numbers of the Toyota Hilux, traditionally the best-selling commercial vehicle in Australia.

The Holden Rodeo was updated once again in 2001 for the 2002 model year, with a new diesel engine, a 3.1-liter 96 kW (129 hp) direct injection intercooled turbodiesel. The update was also accompanied by minor styling changes, such as clear indicator lenses, and a different grille.

Europe

[edit]

In Europe, the Isuzu was sold as the TF alongside the rebadged "Opel Campo". It was also sold as the "Isuzu Campo." In the United Kingdom "Bedford Brava" badging was used rather than Opel. When the Bedford brand was retired, it was rebadged as a Vauxhall. These received the same updates as did the Isuzu TF in general markets, and a variety of body styles were available, usually coupled with diesel engines.

North America

[edit]

In North America, the TF series appeared in 1988 as simply the "Isuzu Pickup". Produced at Lafayette, Indiana, Isuzu continued on with the TF until 1996 when it was finally replaced with the Hombre (a badged-engineered Chevrolet S-10). The only engines available were the 96 hp (72 kW) 2.3-liter 4ZD1, the 120 PS (88 kW; 118 hp) 2.6-liter 4ZE1 and the GM 3.1-liter V-6 (designation LG6) producing 120 hp (89 kW) and 170 lb⋅ft (230 N⋅m) for the 1991–1994 model years.[29] The 2.3-liter version holds the distinction of becoming the last carbureted passenger vehicle sold new in the United States (1994 model year). There was also a heavier, work oriented one-tonne model available.[30] The truck continued to be sold in Mexico, and Latin America until production ended in 2016.

South America

[edit]

As with the previous KB series generation, South American markets again received the TF models under the "Chevrolet LUV" name. The Chilean assembling works began in 1982,[26] meanwhile in Colombia commenced in 1989,[31] In the assembling process, the local parts usage percentage was high and important for the LUV manufacturing process. In Chile it has to reach 40% percent domestic parts content, meanwhile in Colombia exceeded 70%.[32]

A successful export program beginning in Chile in 1980s to the Andean Community countries: Bolivia, Ecuador and Venezuela; and in 1993 began the exports from Chilean assembled units (in the SpaceCab model only) to Bolivia, Peru, Argentina, Mexico, Uruguay, Paraguay, Colombia, and Venezuela.[26] In total, more than 220,000 units were produced only in Chile, and more than 300.000 in Colombia. From 1999 and to little success, Thai Rung Union Car supplied the Chevrolet plant in Arica, Chile with the unique body panels from their "Isuzu Grand Adventure" model to make the Chevrolet Grand Adventure and the "Chevrolet Grand LUV". The Grand Adventure was a wagon version of the TF series pickup.

By the late 1980s, supplementary assembly began in Quito, Ecuador by Omnibus BB Transportes (now General Motors Ecuador) with a 1.6-liter inline-four cylinder engine, making 80 hp (60 kW).

In October 2005; was ceased the Isuzu Faster Chilean manufacture. In Colombia, the Isuzu Faster has ceased its production in 2010. The last Faster rolled off the assembly line on May 8, 2010. In both countries, the Isuzu Faster was replaced by the Isuzu D-Max, these firsts units were assembled only in Ecuador and later from vehicles coming from Thailand (2014 onwards).

  • 1990 Isuzu Pickup regular cab, United States
    1990 Isuzu Pickup regular cab, United States
  • 1988–1990 Holden Rodeo 2-door cab chassis
    1988–1990 Holden Rodeo 2-door cab chassis
  • 1991–1992 Holden Rodeo DLX 2-door cab chassis
    1991–1992 Holden Rodeo DLX 2-door cab chassis
  • 2001–2003 Holden Rodeo LX 2-door cab chassis
    2001–2003 Holden Rodeo LX 2-door cab chassis
  • 1996 Honda Tourmaster LXS
    1996 Honda Tourmaster LXS
  • 1996 Opel Campo Crew Cab (TFS54)
    1996 Opel Campo Crew Cab (TFS54)
  • 2000 Chevrolet LUV LS
    2000 Chevrolet LUV LS
  • 2002 Chevrolet Grand LUV wagon
    2002 Chevrolet Grand LUV wagon
  • 2004 Chevrolet LUV Cargo
    2004 Chevrolet LUV Cargo
  • 2005 Chevrolet LUV
    2005 Chevrolet LUV
  • 1999 Vauxhall Brava
    1999 Vauxhall Brava
  • 2016 Qingling-Isuzu TF140 Front view (second facelift)
    2016 Qingling-Isuzu TF140 Front view (second facelift)
  • 2016 Qingling-Isuzu TF140 Rear view (second facelift)
    2016 Qingling-Isuzu TF140 Rear view (second facelift)

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Isuzu Faster

View on Grokipedia
from Grokipedia
The Isuzu Faster is a compact produced by the Japanese automaker from 1972 to 2002 across three generations, serving as a versatile light-duty primarily targeted at export markets. It was developed in collaboration with and marked Isuzu's entry into the North American market as the (Light Utility Vehicle), introduced in the United States in 1972 to capitalize on demand for affordable imported mini-trucks while circumventing import tariffs by shipping cab-chassis units for local bed assembly. The first generation (1972–1980), styled after Isuzu's Florian passenger car, featured a rear-wheel-drive layout with a standard 1.8-liter inline-four delivering 75 horsepower initially, later upgraded to 80 horsepower, paired with a four-speed and a six-foot cargo . An optional three-speed was added in 1976, a seven-and-a-half-foot in 1978, and in 1979, enhancing its appeal for off-road and rural use. The second generation (1980–1988), sold in the U.S. as the Isuzu P'up after GM shifted to domestic production with the , retained the 1.8-liter at 80 horsepower alongside a new 2.3-liter diesel option producing 58 horsepower for better and . The third generation (1988–2002), known as the TF series in some regions, expanded engine choices to include a 2.8-liter diesel and, in select markets, a 3.1-liter V6 from GM yielding 120 horsepower, with five-speed s becoming standard. Renowned for its lightweight, rugged and ease of maintenance, the Faster achieved strong sales in markets like the (where it was a precursor to the D-Max) and was favored for engine swaps due to its durable platform, though U.S. sales declined by the mid-1980s amid rising competition from domestic trucks. Production emphasized reliability with cast-iron engines and simple mechanical designs, contributing to its longevity in commercial and personal applications worldwide until it was phased out in favor of the more modern KB (later D-Max) series.

Overview and History

Introduction and Naming

The Isuzu Faster is a compact to mid-size pickup truck manufactured and marketed by Isuzu from 1972 to 2002 across three generations. Introduced in February 1972 as the Faster KB series, it represented Isuzu's initial foray into 1-ton pickup production, emphasizing durability and utility for both commercial and personal use. The model evolved through redesigns in 1980 and 1988, adapting to diverse market demands while maintaining a ladder-frame chassis and rear-wheel-drive configuration suitable for light-duty tasks. In its home market of , the vehicle was sold exclusively under the Isuzu Faster nameplate, reflecting its positioning as a versatile workhorse within Isuzu's expanding portfolio. For global exports, Isuzu employed numerous rebadging strategies to align with partner brands and regional preferences, including (Light Utility Vehicle) in , , and initial Australian markets starting in 1972. The second-generation model (1980–1988) was marketed in the U.S. as the Isuzu P'up from 1981, a simplified designation emphasizing its pickup utility. Other prominent variations encompassed Isuzu KB for general exports, in later Australian sales, Bedford KB in the UK and parts of Europe, Campo across continental Europe, Tourmaster in , and Foton SUP in . As Isuzu's first major export-oriented , the Faster played a pivotal role in establishing the company's international presence in the pickup segment, facilitating partnerships like the one with and paving the way for heavier commercial vehicles in Isuzu's lineup. It was succeeded by the in most markets after 2002.

Development Origins

Following , Motors concentrated its efforts on commercial vehicles to support Japan's reconstruction, producing trucks that transported essential materials, products, and foodstuffs across the nation. This focus built on earlier models like the T-series, which evolved into the light-duty truck introduced in 1959 as one of Japan's pioneering diesel-powered commercial vehicles, emphasizing reliability and efficiency for domestic urban and rural use. In the late , initiated development of a new compact to expand beyond the kei segment, aiming to address rising demand for versatile, fuel-efficient utility vehicles amid growing economic pressures and the need to penetrate markets. The drew influences from the American compact pickup trend, where U.S. automakers sought smaller alternatives to their full-size trucks to meet needs for economical hauling in an era of impending shortages. Key motivations included competing effectively in Japan's sector while positioning for international sales, particularly as global oil supply concerns began to emerge in the early 1970s. A pivotal milestone came in 1971 when Isuzu signed a basic agreement with General Motors (GM), establishing a strategic partnership that facilitated joint development and export opportunities for light trucks. This collaboration emphasized a rear-wheel-drive layout to ensure durability across varied terrains, from urban streets to off-road conditions. The resulting prototype testing in 1970–1971 focused on refining this configuration for robustness and versatility. Initial target markets encompassed Japan for domestic commercial use and emerging exports to Asia and North America through the GM alliance, with the model internally designated as the KB series upon its 1972 introduction.

Production Timeline and Global Impact

The Isuzu Faster was introduced in as a 1-ton at Isuzu's Fujisawa Plant in Kanagawa, , marking the company's entry into the compact pickup segment. Production quickly expanded internationally to meet growing demand, with assembly beginning in in 1974 through local facilities. Over the next three decades, the model underwent three generations, evolving from a compact design to a mid-size offering, with global production continuing until 2002 when it was succeeded by the larger to align with evolving vehicle standards and emissions requirements, though assembly persisted in select markets until 2017. Assembly sites proliferated to support export markets, starting with the primary facility in Fujisawa, , and extending to for regional production. Further expansions included facilities in countries such as from 1980 and in the 1980s, enabling cost-effective distribution in . Additional sites emerged in by 1974, the in 1975, at ' Trentham plant, for North African markets, reflecting Isuzu's strategy to localize production for tariff advantages and market . The Faster significantly bolstered Isuzu's global footprint, particularly through its 1971 strategic alliance with , which facilitated rebadging as the for export to beginning in January 1972 and other regions. This , deepened by development and shared , helped Isuzu achieve export dominance in affordable compact pickups during the 1980s peak demand period, supporting sectors like and in emerging Asian and South American economies. Production extensions occurred in and until 1994, until 2010, and a rebadged version under Foton in until 2017, underscoring the model's enduring role in Isuzu's international growth before the shift to the D-Max.

First Generation (1972–1980)

Design and Specifications

The first-generation Isuzu Faster (1972–1980) utilized a traditional ladder-frame constructed from pressed for enhanced rigidity and longevity under heavy use. This design incorporated a leaf-spring rear suspension with a live axle and front independent A-arms with torsion bars, optimized for commercial applications and supporting a maximum load capacity of up to 1 ton. Key dimensions for the standard single-cab short- (SWB) configuration included a of 2,650 mm and an overall of 4,425 mm, contributing to a compact suitable for urban and rural operations. Payload capacities typically ranged from 800 to 1,000 kg, depending on the variant and regional specifications. Available body styles encompassed the 2-door standard cab pickup and cab-chassis models, providing flexibility for custom bodywork. A 4-door double-cab variant was available exclusively for the , expanding seating for five occupants while maintaining the core integrity. Essential safety and operational features included four-wheel drum brakes for reliable stopping power and manual steering for precise control. From 1979 onward, an optional part-time four-wheel-drive system was offered, featuring a low-range to improve traction in challenging terrains. The vehicle accommodated a capacity of 50 to 60 liters, with the rear-wheel-drive layout integrating seamlessly with the to optimize weight distribution under load. capacity extended up to 1,500 kg when properly equipped, underscoring its utility as a versatile workhorse.

Engines and Drivetrain

The first-generation Isuzu Faster (1972–1980) featured a range of inline-four engines designed for reliability and versatility in a compact pickup application. The primary was the 1.6-liter G161Z SOHC inline-four producing 94 PS (69 kW) at 5,400 rpm, paired with a single for smooth operation in everyday use. For export markets, particularly where it was marketed as the P'up, a detuned 1.8-liter inline-four variant (G180Z) was employed, delivering 75 hp (56 kW) to meet local emissions and performance standards while maintaining compatibility with the . These engines emphasized durability over high output, with torque outputs typically around 110–120 Nm, suitable for light-duty hauling and urban driving. In 1977, introduced a diesel option to enhance amid rising energy costs, utilizing the 2.0-liter C190 overhead-valve inline-four rated at 62 PS (46 kW) at 4,000 rpm and approximately 125 Nm of . This naturally aspirated unit, shared with other models like the Florian, provided better low-end for loaded applications and improved economy compared to the counterparts, though it sacrificed some acceleration. The diesel's system contributed to its reputation for longevity, often exceeding 300,000 km with proper maintenance. Drivetrain configurations were straightforward, with as the standard setup for all models, leveraging a leaf-spring rear suspension for up to 800 kg. From , a part-time four-wheel-drive system became available on select variants, incorporating a for off-road capability without full-time engagement, which helped broaden the Faster's appeal in rugged terrains. Transmissions included a four-speed manual as standard, offering direct control and ratios optimized for the engines' power bands; a five-speed manual was optional on higher-trim models for better cruising. Overall performance reflected the era's modest expectations, with versions reaching top speeds of 140–150 km/h and accelerating from 0–100 km/h in 15–20 seconds, while diesel models were slightly slower but more frugal. Fuel economy for -equipped Fast ers averaged 10–12 km/L on under optimal conditions, aided by lightweight construction and efficient gearing.

Domestic and Export Markets

In , the first-generation Isuzu Faster was announced as the KB series 1-ton in , targeting both urban and rural users with its compact design suitable for the country's . Assembled at Isuzu's Fujisawa Plant, it was marketed domestically as a versatile light-duty vehicle for commercial and personal use. Exports began almost immediately, with shipments of the KB model to the starting in January 1972 under the name through ' partnership with , marking the first Isuzu-built vehicle sold in . The gained popularity amid the 1970s oil crisis due to its fuel-efficient compact size and 1,400-pound payload capacity, with U.S. sales reaching 21,098 units in its debut year and peaking at over 100,000 units in 1979 before production ended in 1980. In , the Faster entered the market in 1972 as the , later rebadged as the Isuzu KB in 1977 to align with local branding preferences. It was adapted for right-hand drive to suit Australian roads and proved suitable for rural and urban applications. Local assembly was not pursued during this period, with units imported from . Southeast Asian markets saw early adoption as well, with production of the Faster commencing in in 1974 to serve local demand and reduce import costs. Basic specifications were retained, with minor upgrades for tropical climates such as enhanced cooling systems. Assemblies in and the followed in the mid-1970s for regional distribution, focusing on affordable utility variants. Global sales of the first-generation model concluded in 1980.

Second Generation (1980–1988)

Redesign and Body Styles

The second generation Isuzu Faster, introduced in 1980, featured a larger ladder frame chassis designed for greater and stability compared to the first generation. The measured 2,650 mm (104 in) for short-wheelbase models or 2,995 mm (118 in) for long-wheelbase variants, with overall lengths of 4,425 mm (174 in) or 4,860 mm (191 in), allowing for enhanced load-carrying capability and ride quality. This redesign provided a more robust platform compatible with updated options for improved handling. Body styles were expanded to include single cab, double cab, and the innovative Space Cab extended cab configuration, which debuted in 1981 and offered additional rear seating space behind the front row. A cab-chassis variant was also available for custom bodywork. In select markets like and , an SUV variant known as the was offered on the same platform, providing a closed-body alternative for passenger use. The suspension system utilized independent front coil springs with A-arms for better road compliance, paired with rear leaf springs on a live for load support. Optional was available with automatic to facilitate engagement in off-road conditions. A mid-cycle facelift in 1983 introduced an angular grille design and revised bumpers for a more modern appearance. The updated model maintained payload capacities ranging from 900 to 1,200 kg and a capacity of 1,800 kg, suitable for light commercial duties. The interior was practical for use, with a accommodating three passengers, basic analog instrumentation including and , and optional for comfort in warmer climates.

Engine Options and Performance

The second generation Isuzu Faster featured an expanded lineup of inline-four engines, catering to various markets with both and diesel options designed for durability and efficiency in pickup applications. variants included the 1.8-liter SOHC G180Z, producing 80 hp (59 kW) at approximately 5,200 rpm and 105 lb-ft (142 Nm) of , suitable for standard duty tasks in export markets like . A larger 2.0-liter G200Z followed in some regions, delivering 86 hp (64 kW) at 5,000 rpm with 119 lb-ft (161 Nm) of , offering improved mid-range pull for heavier loads. In select configurations, such as the variant, a 2.3-liter 4ZD1 engine provided 100 hp (74 kW), emphasizing smoother power delivery for longer hauls. Diesel engines emphasized torque and fuel efficiency, starting with the 2.0-liter OHV C190, rated at around 62 PS (46 kW) at 4,400 rpm and 92 lb-ft (125 Nm) of torque, popular in domestic and Asian markets for its reliability. The 2.2-liter C223 OHV diesel, with 61 PS (45 kW) at 4,000 rpm and 96 lb-ft (130 Nm) at 2,200 rpm, became a staple for export models, including the U.S. P'up, where it excelled in low-end grunt for off-road use. From 1985, a turbocharged version of the 2.2-liter C223T was introduced for select export markets, boosting output to 74 hp (55 kW) at 4,300 rpm and 125 lb-ft (170 Nm) of torque, enhancing performance without sacrificing economy. Drivetrain configurations included (RWD) as standard, with part-time (4WD) available for rugged terrains, featuring a for low-range gearing. Transmission choices comprised a five-speed manual gearbox for precise control and better efficiency, while a four-speed automatic became optional from in higher-trim models to appeal to urban buyers. Performance varied by engine and configuration, with representative models achieving a top speed of about 160 km/h and 0-100 km/h in 14-16 seconds, while diesels were slower at 12-18 seconds to 100 km/h but topped out at 135-150 km/h due to their torque-focused tuning. Fuel economy ranged from 11-14 km/L (26-33 mpg ) in mixed driving, with diesels often reaching the higher end thanks to their efficient OHV designs. Early models incorporated adaptations like catalytic converters and adjusted air-fuel ratios to meet emerging U.S. federal emissions standards (e.g., for 1981-1985 models) and preliminary European norms, ensuring broader market access.

Australia Market

The second-generation Isuzu Faster entered the Australian market in November 1980 under the Holden Rodeo nameplate, marking the start of a long-term partnership between Isuzu and General Motors-Holden that facilitated rebadging and distribution of the KB-series pickup. This collaboration allowed Holden to offer a rugged utility vehicle tailored to local needs, with right-hand drive as standard to suit Australian driving conventions. Initially available as a single-cab pickup and cab-chassis in two- or four-wheel-drive configurations, the Rodeo was imported from Japan, as local assembly was considered but ultimately not implemented due to production economics. Adapted for Australia's demanding terrain, the featured reinforced suspension components to handle conditions, making it a favored choice for farming and operations where durability under heavy loads was essential. Double-cab variants gained particular emphasis for their ability to transport work crews alongside cargo, enhancing practicality in rural and industrial sectors. The model shared engine options with global Faster variants, including 2.0-liter petrol and diesel units, providing reliable performance for both urban and remote use. Its popularity was evident in sales, such as 8,749 units in 1982 alone, reflecting strong demand in the utility segment. A mid-cycle facelift in December 1982 for the 1983 model year introduced rectangular headlights and a Holden-specific single-bar grille, along with interior refinements like an updated , to align with local branding and improve . These changes helped sustain market interest through the run. Production of the KB-series concluded in August 1988, seamlessly transitioning to the third-generation TF model under the continued name.

Europe Market

The second-generation Isuzu Faster entered the European market in 1981, initially marketed as the Bedford KB in the United Kingdom and Ireland through a partnership between Isuzu and General Motors' Bedford division. In continental European countries, the vehicle was sold directly under the Isuzu Faster name. European variants placed a strong emphasis on due to favorable tax incentives for in commercial vehicles during the . The standard was a 2.0-liter producing 46 hp and 99 Nm of , paired with a four-speed and tuned for compliance with prevailing ECE emissions regulations. Petrol options were available but less common, reflecting the market's preference for diesel in fleet applications. Annual sales remained low, averaging around 5,000 units across , with the model primarily targeted at commercial fleets for its 1,200 kg and 1,800 kg capacity. Configurations included right-hand drive for the and , and left-hand drive for other markets to suit local driving conventions. The Bedford KB and Isuzu Faster were discontinued in by 1988, succeeded by later models under evolving branding arrangements. In 1987, a Space Cab extended-cab variant was briefly introduced to better serve urban delivery needs.

North America Market

The second-generation Isuzu Faster was marketed in as the Isuzu P'up from to 1987, following the end of sales in 1982 as shifted to the domestically produced S-10. Available in regular cab and Space Cab extended cab body styles with 6-foot beds, it emphasized four-wheel-drive configurations equipped with a part-time for recreational and light off-road applications. Power came from a 1.8-liter SOHC inline-four (80 hp) as standard through 1985, with a 2.3-liter SOHC inline-four (96 hp) introduced in 1986; an optional 2.2-liter OHV diesel (58 hp) was available throughout, with a turbocharged version (74 hp) from 1985 on 4WD models. A five-speed was standard, with a four-speed automatic optional; fuel economy ranged from 18-25 mpg combined depending on configuration. Imported from Japan, the P'up targeted budget-oriented recreational users seeking durable, no-frills compact trucks for weekend adventures and light hauling, but sales volumes were modest at around 20,000–30,000 units annually before declining amid rising competition from domestic trucks like the and Toyota Pickup.

South America and Other Regions

In , the second-generation Isuzu Faster was marketed primarily as the , with local assembly beginning in late 1980 in at the GM Colmotores plant in , where the first national model was unveiled in 1981. Assembly of the second-generation model also started in 1981 in , , by , marking the debut of updated cab styles including double-cab variants equipped with the 2.0-liter Isuzu C190 producing 67 horsepower. These regional adaptations emphasized diesel powertrains for their torque and in demanding applications, with the C190 diesel becoming a staple option across Latin American markets due to its reliability in agricultural and commercial use. Production of the second-generation Faster extended beyond its standard 1988 end date in select developing markets, continuing until 1994 in through PT Astra Isuzu Motor with increasing local content to meet import regulations. In the Philippines, assembly occurred via local partners with components sourced from , where handled production of KB-series variants from 1982 onward for distribution, incorporating regional modifications like enhanced rust protection for tropical climates. These extensions allowed the model to remain competitive against emerging local competitors, with Thai facilities reaching significant output volumes by the late . In other regions, the Faster was imported to and sold as the KB, appealing to rural buyers for its compact size and 4x4 options during the . Sales were minor but steady in parts of and the Middle East, where diesel-equipped KB models were favored for their durability in arid and off-road conditions, though volumes remained limited compared to core markets. Overall, the second-generation model's run in these areas concluded with the introduction of the third-generation TF series around 1988–1994, transitioning production to updated platforms.

Third Generation (TF; 1988–2002)

Platform and Facelifts

The third-generation Isuzu Faster (TF series, 1988–2002) was constructed on an all-new rigid ladder frame chassis, providing enhanced structural integrity and durability for mid-size pickup applications. This platform featured a measuring 2,995 mm and an overall length of 4,860 mm in standard long wheelbase regular cab configurations, allowing for improved stability and load distribution compared to the preceding compact-oriented second generation. The design emphasized a robust architecture suitable for both commercial and recreational use, with variants offering rear-wheel-drive or four-wheel-drive layouts. Body styles encompassed a regular cab for basic utility, the Space Cab extended cab for additional seating flexibility, and from , a four-door Crew Cab option to accommodate larger passenger groups. These configurations incorporated refined through smoother cab lines and integrated bumpers, reducing drag while maintaining the truck's utilitarian profile. Suspension was engineered with a double-wishbone independent front setup for better handling and ride comfort, paired with a rear live on leaf springs for payload support; an was fitted at the front, and anti-lock braking system (ABS) became available as an option starting in 1995. A significant facelift arrived in 1997, introducing rounded front-end styling with softer contours and a redesigned interior dashboard for enhanced ergonomics and modern appeal. This update maintained the core platform while boosting visual freshness and user comfort. Payload capacities varied from 1,000 to 1,300 kg depending on configuration, with a braked towing limit of 2,000 kg to support demanding tasks. Safety enhancements included standard driver's airbag in select markets, side-impact door beams for occupant protection, and dual front airbags in later models post-1995.

Engine Lineup and Variants

The third generation Isuzu Faster (TF) featured a diverse lineup of gasoline and diesel engines designed to balance performance, efficiency, and emissions compliance across global markets. Gasoline powertrains included a 2.0-liter inline-four producing 115 PS, suitable for entry-level models in regions like , and a 2.6-liter inline-four delivering 125 PS for improved torque in mid-range variants. From , with the facelift, a 3.2-liter V6 engine was introduced, outputting 175 PS (130 kW) to provide enhanced power for demanding applications such as towing. In North American markets, an optional 3.1-liter GM V6 producing 130 hp was available alongside Isuzu engines. Diesel engines emphasized durability and , with options like a 2.1-liter inline-four rated at 80 PS for basic utility needs, a 2.5-liter turbocharged unit generating 100 PS for better low-end response, and a 3.1-liter offering 130 PS to meet stricter global emissions and performance standards. These diesel variants, often based on Isuzu's proven 4JA1 and 4JG2 families, were widely adopted in commercial fleets due to their reliability under heavy loads. Drivetrain configurations supported for cost-effective 2WD models or selectable for off-road capability, paired with a five-speed as standard or an optional four-speed automatic. Acceleration from 0 to 100 km/h ranged from 10 to 15 seconds across the lineup, with top speeds up to 170 km/h in higher-output versions, while fuel economy typically achieved 9 to 13 km/L under mixed conditions. Special variants expanded utility, including high-roof cab configurations for greater cargo visibility and passenger comfort, as well as fleet-oriented editions with reinforced and simplified trims for bulk commercial operations. Later production years incorporated updates for Euro 2 and Euro 3 emissions compliance, primarily through refined and catalytic systems integrated during facelifts.

Australia and Asia-Pacific Markets

In Australia, the third-generation Isuzu Faster was marketed as the TF series starting in August 1988, succeeding the previous KB-based model and built by for local distribution. The lineup included single-cab, space-cab, and crew-cab configurations, with four-wheel-drive variants featuring local tuning for enhanced durability on rough terrain, including reinforced suspension components suited to Australian outback conditions. The 4JB1T 2.8-liter engine became a favored option in 4WD models due to its reliability and for and off-road use, while a 3.2-liter V6 was offered in higher trims from 1997. Crew-cab versions gained popularity among commercial and family buyers for their spacious interiors and versatility. Across the region, the third-generation model was sold primarily as the KB or Faster in right-hand-drive form, with production and sales continuing in markets like , the , and until 2002. In these areas, diesel engines dominated the lineup to meet demand for fuel-efficient work vehicles, often paired with manual transmissions and basic cab styles for agricultural and urban delivery roles. Thai production emphasized export-oriented assembly, supporting regional distribution with adaptations for tropical climates, such as improved rust protection. In , the 4WD variant was assembled domestically until 1994, focusing on export specifications rather than strong local sales. The 1997 facelift, featuring revised front styling and interior updates, was adopted in Australian and select markets to extend the model's appeal. By 2002, production in shifted to the all-new D-Max platform, phasing out the TF series across most regions by 2003, though the Rodeo name lingered briefly in under the RA designation; the vehicle's legacy endured through its robust off-road performance and widespread use in rugged environments.

Europe and Markets

In , the third-generation Isuzu Faster (TF series) was introduced in under the Campo badge, serving as a rebadged variant tailored for the continental market. This model was configured for left-hand drive to align with European driving conventions and featured options, such as the 2.5-liter 4JK1-TCX, to comply with emerging emissions regulations. Sales remained moderate throughout the , with the vehicle appealing primarily to commercial users before production ceased in 2002. In African markets, particularly , the TF series benefited from local assembly operations established by Industries Mécaniques Maghrebines (IMM) in starting in 1982, which produced pickups for regional distribution. These locally assembled units, including the Faster, were exported to neighboring countries and the , often under the Campo branding in select areas. The model saw higher adoption in compared to the , driven by its utility in commercial and light-duty applications, with availability extending until the end of the generation in 2002. During the , crew cab configurations were expanded to accommodate growing demand for multi-passenger variants in these markets.

North America Market

The third-generation Isuzu Faster was marketed in as the Isuzu Pickup starting in 1989, succeeding the second-generation model with refined styling, improved ride quality, and enhanced off-road capabilities. Available in regular cab and extended cab body styles with 6-foot or 7.5-foot beds, it emphasized four-wheel-drive configurations equipped with a part-time for recreational and light off-road applications. Power came from a 2.3-liter SOHC inline-four (96 hp) as standard through 1993, a fuel-injected 2.6-liter SOHC inline-four (120 hp) on higher trims and 4WD models, and an optional 3.1-liter OHV V6 (130 hp) borrowed from for better and . A five-speed was standard, with a three- or four-speed automatic optional; fuel economy ranged from 18-22 mpg combined depending on configuration. To comply with U.S. content regulations, Isuzu assembled Pickup models at the joint Subaru-Isuzu Automotive (SIA) plant in Lafayette, Indiana, from 1989 to 1994, producing over 100,000 units there alongside Subaru vehicles before shifting back to Japanese imports. The model targeted budget-oriented recreational users seeking durable, no-frills compact trucks for weekend adventures and light hauling, but sales volumes were modest at around 20,000-30,000 units annually in its early years before tapering off amid rising competition. Isuzu discontinued the Pickup after 1995 due to stagnant demand and introduced the Hombre for 1996 as its successor, a rebadged built by at the Shreveport, Louisiana assembly plant to leverage shared platforms and reduce costs. The Hombre retained a focus on 4WD capability with a standard 2.2-liter OHV inline-four (118 hp) and optional 4.3-liter OHV V6 (180 hp) for superior performance, paired with a five-speed manual or four-speed automatic; extended cab variants with a 6-foot bed became the emphasis for family-oriented recreational use. A 1998 facelift aligned with GM's S-10 updates, featuring revised sheetmetal from the forward, updated grille and headlights, and improved interior trim, while maintaining the extended cab priority. Total sales for the late Pickup and Hombre combined reached approximately 50,000 units across , appealing mainly to value-driven recreational buyers but ultimately overshadowed by established rivals like the . Production ended after 2000, as intensifying competition from full-size trucks such as the and shrinking market share prompted Isuzu to exit the passenger truck segment.

South America and China Markets

In , the third-generation Isuzu Faster (TF) saw extended local production and adaptations tailored to regional demands, particularly under branding as the and Rodeo pickup. Assembly took place at the GM facility in , , utilizing complete knock-down (CKD) kits from , with high-volume output focused on diesel variants tuned for durability in agricultural and commercial applications. Production in continued until October 2005, when the model was succeeded by the D-Max. In , the TF-based Chevrolet Rodeo pickup benefited from a sustained alliance between GM and , enabling local manufacturing that emphasized crew cab configurations for family and workforce transport in rural sectors. This production persisted until 2010, incorporating post-2002 updates such as the 1997 facelift for improved aesthetics and functionality, even as global TF sales ended in 2002. Diesel engines were locally optimized for and suited to Andean terrains and farming operations. In , the TF series was manufactured through the longstanding Isuzu-Qingling Motors , established in , which allowed for prolonged production well beyond the model's international phase-out in 2002. Qingling produced updated TF variants, including the TF185 launched in 2016 and further enhancements to the related IF pickup in 2017, featuring and diesel powertrains adapted for mixed urban and rural utility. options were available in select configurations, supporting heavier loads for agricultural and light commercial use, with crew cab models prioritized for their versatility in family-oriented farming. Complementing official production, independent Chinese firms like Beiqi Foton created licensed or derivative models based on the TF platform, such as the SUP pickup introduced around 1992 and continued until approximately 2017. The Foton SUP incorporated Isuzu-sourced 2.8-liter engines, fine-tuned for local emissions and performance, and was popular for its robust frame in agricultural tasks across diverse climates. These adaptations highlighted the TF's enduring influence in China's burgeoning pickup market, where over a million units of TF-inspired vehicles were produced cumulatively by various makers during the and .

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  43. https://www.elcarrocolombiano.com/clasicos/colmotores-carros-que-nacieron-parte-2-chevrolet-1980-1989/
  44. https://www.carrosyclasicos.com/cronicas/item/1837-colombia-automotriz-en-1980
  45. https://www.facebook.com/100063530170042/posts/chevrolet-isuzu-luv-diesel-20l-c190-chile-1982-la-2da-generaci%25C3%25B3n-ampliaba-su-gam/1302900771837583/
  46. https://www.company-histories.com/Isuzu-Motors-Ltd-Company-History.html
  47. https://www.curbsideclassic.com/cc-global/cc-global-thailands-obsession-with-isuzu/
  48. https://www.totaloffroad.co.uk/vehicles/isuzu/isuzu-tf-4x4-crew-cab/
  49. https://www.edmunds.com/isuzu/pickup/1991/review/
  50. https://www.iihs.org/ratings/vehicle/isuzu/rodeo-4-door-suv/1997
  51. https://www.autoevolution.com/holden/rodeo/
  52. https://www.cargurus.com/Cars/1988-Isuzu-Pickup-Trims-c21561
  53. https://isuzu.drive.place/kb/iii/group_pickup_4dr/464600
  54. https://www.autodoc.co.uk/car-parts/turbocharger-10972/isuzu/pickup/pickup-1996/10731-2-5-td
  55. https://en.isuzu-club.com/model/isuzu-faster-kb-pup-6
  56. https://www.wheel-size.com/size/isuzu/kb/tf-1988-2002/
  57. https://isuzu.drive.place/tf/i/group_pickup_4dr/665826
  58. https://vehiclescore.co.uk/car-fuel-economy-check/isuzu/tf
  59. https://www.allcarmanuals.com/factory-service-manual-135-Holden-Rodeo-TF.html
  60. https://en.club-opel.com/sub-model/opel-campo-iii-tf-101
  61. https://www.scribd.com/document/346847297/List-of-Isuzu-Engines
  62. https://isuzu-intl.com/introduction-of-isuzu-family-tunisia/
  63. https://www.curbsideclassic.com/curbside-classics-asian/curbside-classic-1988-isuzu-pickup-no-soup-for-you/
  64. https://www.jconline.com/picture-gallery/news/history/2014/09/10/subaru-isuzu-automotive-first-production-1989/15408543/
  65. https://media.subaru.com/pressrelease/1084/180/subaru-america-announces-50th-anniversary-celebration-year
  66. https://www.curbsideclassic.com/curbside-classics-asian/curbside-classic-1999-isuzu-hombre-when-is-an-s-10-not-an-s-10/
  67. https://www.motortrend.com/reviews/isuzu-hombre
  68. https://tractors.fandom.com/wiki/Chevrolet_LUV
  69. https://gmauthority.com/blog/2024/03/gm-and-isuzu-motors-renew-truck-alliance-in-colombia/
  70. https://carnewschina.com/2022/05/29/the-big-read-pickups-suvs-1-5-qingling-the-source-of-chinese-pickups/
  71. https://m.chinatrucks.org/news/6168.html
  72. https://m.chinatrucks.org/news/7235.html
  73. https://www.coolcarsinchina.com/2021/08/24/foton-sup-conqueror-is-a-cool-chinese-pickup-truck/
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